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Subject:  “The  Administration  of  The  State  Railways  of  Prussia-Hesse” 


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vol. xxiii.  New  York,  N.  Y.,  May,  1913  no.  6. 


OFFICERS,  1912-1913 


President, 

E.  CHAMBERLIN, 

Mgr.  Equip’t.  Clearing  House 
N.  Y.  Central  Lines 

First  Vice-President. 
GEORGE  W.  WILDIN, 
M.S.,  N.  Y„  N.  H.&H.  R.R. 

Second  Vice-President, 

C.  W.  HUNTINGTON, 
G.S..C.  R.R.  of  N.J. 

Third  Vice-President, 
FREDERICK  C.  SYZE, 

T.  M.,  B.  &  O.  R.  R.,  St.  George,  S.  I. 

Treasurer, 

R.  M.  DIXON, 

Pres.,  Safety  Car  Heating  and 
Lighting  Co. 

Secretary, 

HARRY  D.  VOUGHT, 

95  Liberty  Street. 


Executive  Members, 

-  JAMES  MILLIKEN, 

S.  M.  P.,  P.  B.  &  W.  R.  R., 
Wilmington,  Del.  (2  years) 

BURTON.  P.  FLORY, 

5.  M.  P.,  N.  Y.,  O.  &  W.  R.  R. 
Middletown,  N.  Y.  (3  years) 


Finance  Committee, 

CHARLES  SHULTS, 
Coatesville  Rolling  Mills  Co.  ( 1  year) 

B.  A.  HEGEMAN,  Jr. 

Pres.,  U.  S.  Metal  &  Mfg.  Co. 

12  years). 

SAMUEL  G.  ALLEN, 

V.-P.,  Franklin  Railway  Supply  Co. 
(3  years) 


A.  E.  Mitchell.  H.  H.  Vreeland.  J.  F.  Deems.  W.  G.  Besler.  H.  S.  Hayward. 
Frank  Hedley. 

Past  Presidents. 


Attention  of  members  is  especially  called  to  the  library  of  50,000  volumes  and  400 
current  technical  periodicals,  in  the  Engineering  Societies’  Building,  No.  29 
West  39th  Street,  which  is  open  to  all  from  9  a.  m.  to  9  p.  m.,  except  Sundays 
and  holidays.  Special  privileges  will  be  accorded  on  presentation  of  your 
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SS'O'T 


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in  2017  with  funding  from 

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https://archive.org/details/administrationofOOcunn 


PROCEEDINGS  OF  THE  NEW  YORK  RAILROAD  CLUB 


at  meeting  held  at  the  Engineering  Societies’  Building, 
29  West  39th  Street,  New  York  City, 

Friday,  April  18,  19i3. 


The  meeting  was  called  to  order  by  the  President,  Mr.  Eugene  Chamber¬ 
lin,  at  8.30  P.  M. 

The  names  of  those  who  registered  in  attendance  are  as  follows: 


Adamson,  G.  W. 
Armstrong,  J.  R.  C. 
Arter,  W.  D. 

Adams,  H.  H. 

Abel,  G.  T. 

Barnett,  Stephen  D. 
Bevan,  Thos.  D. 
Baumbush,  A.  J. 
Best,  W.  N. 

Black,  Robt. 

Brower,  R.  M. 
Boucher,  William  H. 
Banks,  W.  C. 

Brady,  Daniel  M. 
Beach,  J.  W. 
Bernard,  R. 

Brangs,  P.  H. 

Baush,  T.  V. 

Boyer,  Warren  L. 
Brown,  Geo.  J. 
Barry,  Frank  J. 
Bauman,  John  H. 
Barbey,  F.  A. 
Basford,  G.  M. 
Byrns,  Robert 
Brazee,  F.  O. 
Conroy,  Jas. 
Chambers,  C.  E. 
Cloke,  George 


Coon,  C.  J. 
Cunningham,  W.  J. 
Coote,  J.  M. 
Campbell,  John  D. 
Cooke,  D.  E. 

Curren,  G.  W. 
Chamberlin,  W. 
Cherry,  J.  M. 

Carr,  E.  T,  M. 
Coleman,  Jilson  J. 
Cotton,  W.  A. 
Cooper,  R.  S. 

Curtis,  Elliott 
Campbell,  N.  A. 
Chase,  C.  P. 
Chamberlin,  Eugene 
Deems,  E.  M. 
Dellert,  W.  H. 
Donecker,  H.  C. 
Dressel,  F.  W. 
Damon,  Wm.  H. 

Del  Mar,  Wm.  A. 
Davidson,  J.  Edgar 
Dewson,  E.  H. 

Drew,  Frank 
Droege,  J.  A. 
Demarest,  G.  L. 
Davis,  E.  G. 
Distelhurst,  H.  D. 


Dakin,  A.  H.,  Jr. 
Davis,  E.  W. 
Donovan,  William  J. 
Dayton,  George  E. 
Ellicott,  C.  R. 
Ellicott,  J.  R. 
Estabrook,  W.  H. 
Eliot,  H.  H. 

Estey,  S.  J. 

Eltz,  Baron  P.  von 
Foss,  Chas.  W. 

Flory,  Burton  P. 
Fowler,  Geo.  L. 
Green,  F.  L. 

Grant,  H.  L. 
Gandolfo,  J.  H. 
Geiger,  Arthur  W. 
Gemunder,  Arthur 
Gardner,  G.  C.,  Jr. 
Gassaway,  F.  S. 
Garland,  N.  M. 
Gray,  H.  A. 

Gernert,  H. 

Gannon,  M.  F. 
Gillies,  Wm.  H. 
Hilferty,  C.  D. 
Hunpertovel,  H.  L. 
Hegeman,  H.  A. 
Hults,  John  H. 


3122 


Henkel,  C.  C. 
Harper,-  B. 

Hedley,  Frank 
Hessenbruch,  G.  E. 
Hartough,  E.  W. 
Haring,  G.  E. 
Hoskinson,  H.  S. 
Harwood,  Geo.  A. 
Hulse,  Geo.  E. 
Hine,  Charles 
Hurlbut,  B.  E. 
Hickey,  Charles  A. 
Hulme,  J.  W. 
Hayes,  Ross  F. 
Hedley,  E.  M. 
Hickerson,  G.  A. 
Hutchinson,  E.  D. 
Hammett,  H.  G. 
Hope,  W.  C. 
Higgins,  S. 
Huntington,  C.  W. 
Isham,  H.  S. 

Illig,  Louis  J. 

Jones,  W.  F. 
Johnson,  A.  R. 
Jones,  P.  T. 
Keenan,  C.  E. 
Killeen,  G.  C. 
Ketcham,  F.  O. 
Keller,  Joseph 
Keiser,  C.  B. 

Kent,  F.  S. 

Kay,  A.  J. 

Kennan,  C.  E. 
Kemp,  C.  G. 
Kaylor,  W.  G. 
Kelleher,  Edmund 
Karel,  Frederick 
Klumpp,  C.  S. 

Lillis,  De  F. 

Leach,  C.  E. 

Lewis,  K.  R. 
Lochamer,  Fred  A. 
Lange,  T.  F. 

Leslie,  S.  Inglis 
Latey,  H.  N. 
Litchfield,  N. 


Lewis,  Arthur  S. 
Lawsing,  Dr.  G.  Conde 
Long,  Robert 
Lingeman,  H.  B. 

Locke,  A.  V. 
McCracken,  Jno.  T. 
McCoy,  W.  K. 
McCuen,  C.  F. 

McCoy,  C.  I. 
McGough,  S.  J. 
McClintock,  Jno.  D. 
McGinness,  H.  S. 
McGloin,  Maxwell 
McManus,  Thos.  F. 
McCleary,  James  T. 
Miller,  B.  E. 

Munson,  C.  E. 

Melvin,  Chas.  G. 
Munsell,  H.  A. 

Malette,  W.  C. 
Munshull,  P.  H. 
Montgomery,  Hugh 
Murphy,  J.  D. 

Mason,  E.  R. 

Musier,  E.  M. 

Martin,  C.  W. 

Martin,  Samuel 
Milliken,  J. 

Maxfield,  H.  H. 

Moon,  R.  F. 

Mitchell,  Philip  J. 
Marble,  J.  E. 

Morris,  J.  M.,  Jr. 
Melville,  L.  B. 
Molineux,  L.  E. 

Morse,  Frank  L. 

Meek,  J.  E. 

Meredith,  J.  W. 

Myers,  C.  F. 

Moore,  A.  C. 

Nelson,  G.  A. 

Neale,  F.  A. 

Newell,  H.  A. 

Nicol,  George  A. 

Norris,  J.  B. 

O’Brien,  Osmond  P. 
Oatley,  H.  B. 


O’Connor,  Philip  J. 
Olds,  Fred  L. 
Palmer,  L.  H. 
Parsons,  R.  H. 
Pierce,  Chas.  F. 
Potter,  R.  R. 
Partington,  James 
Paxson,  Atwood 
Price,  Geo.  A. 
Quigg,  H.  J. 

Quigg,  E.  A. 
Romaine,  C. 

Rink,  Geo.  W. 
Robbins,  A.  E. 
Rogers,  J.  H. 
Rumney,  W.  H. 
Reid,  John 
Reid,  J.  J. 

Robbins,  Miller 
Roberts,  G.  H. 
Rhodes,  M. 
Robinson,  D.  E. 
Rhodes,  R.  S. 
Regan,  J.  H. 
Robinson,  John  R. 
Reynard,  H.  J. 
Stoddard,  G.  C. 
Smith,  F.  G. 
Sweeley,  E.  H. 
Shipman,  A.  J. 
Sachs,  S. 

Smith,  F.  H. 

Soltan,  F.  W. 
Spedell,  G.  M.,  Jr. 
Smith,  P.  W.  J. 
Shults,  Charles 
Shaughnessy,  T.  H. 
Strait,  W.  G. 

See,  P.  V. 

Slenker,  C.  A. 
Sharp,  E.  W. 

Smith,  E.  B. 
Strohm,  H.  C. 
Stout,  J.  B. 

Stevens,  R.  N. 
Stevens,  D.  F. 
Soper,  C.  W. 


3123 


Steel,  R.  A. 

Smith,  Chas.  V. 
Schrader,  J.  R. 
Strong,  James  B. 
Snow,  W.  W. 

Shults,  F.  K. 
Strausse,  M.  H. 
Sinclair,  J.  J. 

Smith,  A.  E. 
Scharwenka,  A.  V. 
Strickland,  A.  H. 
Stocks,  Carl  W. 
Sutton,  W.  S. 

Scott,  C.  W. 
Simmons,  E.  A. 
Syze,  Frederick  C. 
Thomas,  Richard  L. 
Thurston,  J.  L. 
Tomicke,  V.  G. 
Toomey,  J.  J. 


Toby,  S.  T. 
Thompson,  H.  C. 
Turner,  H.  N. 
Thake,  John  A. 
Troxell,  J.  M. 
Teufer,  J.  A.,  Sr. 
Thompson,  C.  F. 
Usherwood,  Geo.  B. 
Vreeland,  H.  H. 
Vought,  Harry  D. 
Van  Beuren,  W.  B. 
Wellman,  H.  C. 
Wildin,  G.  W. 
Weidenmuller,  J.  W. 
Willets,  A.  M. 
Winship,  James  G. 
Weld,  E.  F. 

Waitt,  Arthur  M. 
Wurtz,  Frederick 
Watres,  L.  S. 


Ward,  John  E. 

Wood,  W.  K. 
Wheeler,  Wm.  B. 
Wilkinson,  W.  H. 
Wood,  R.  C. 

Wilder,  C.  W. 
Walker,  Chas.  H. 
Wampler,  Wm. 
Weisbrod,  J.  F. 
Whiteford,  A.  M. 
Wade,  E.  B.  • 

Weis,  F.  A. 

Wilson,  J.  W. 
Waterman,  G.  O. 
Yardley,  C.  B.,  Jr. 
Young,  A.  R. 

Zeller,  F.  B. 
Zimmerman,  Wm.  F. 
Zoerner,  C.  E. 


The  PRESIDENT — The  meeting  will  please  come  to  order.  If  the 
gentlemen  now  standing  in  the  rear  of  the  hall  will  step  forward  there  are  a 
number  of  seats  in  front  we  would  like  you  to  occupy.  If  we  can  get  large, 
presentable  men  near  to  us  and  where  we  can  look  at  them  frequently,  it 
gives  us  courage. 

The  roll  call  will  be  dispensed  with,  as  it  has  been  provided  for  by  the 
attendance  cards.  The  reading  of  the  minutes  of  the  meeting  of  March  21st, 
1913,  will  be  omitted,  as  the  proceedings  have  been  printed  and  distributed 
to  the  members. 

You  have  probably  heard  both  these  remarks  many  times  before.  We 
are  about  to  have  them  stereotyped. 

It  is  our  pleasure  to  announce  as  the  committee  on  subjects  for  the  en¬ 
suing  year,  Mr.  R.  M.  Dixon,  Mr.  W.  G.  Besler  and  Mr.  Frank  Hedley. 

We  also  announce  that  the  committee  on  the  Electrical  Night  for  the 
ensuing  year  has  been  re-appointed  and  remains  as  it  existed  last  year. 

The  paper  of  the  evening  is  by  William  J.  Cunningham,  Assistant  Pro¬ 
fessor  of  Transportation,  of  Harvard  University,  and  the  subject  is:  “Ad¬ 
ministration  of  the  State  Railways  of  Prussia-Hesse.”  If  I  did  not  get  that 
last  pronunciation  quite  right,  it  is  my  fault.  Mr.  Waitt,  did  it  sound  properly? 

Mr.  WAITT — That  sounded  good.  That  sounded  Deutsch. 

The  PRESIDENT — (continuing)  Then  it  affords  us  pleasure  to  present 
Professor  Cunningham.  (Applause.) 


PROF.  WILLIAM  J.  CUNNINGHAM— Mr.  President  and  Gentle¬ 
men  of  the  New  York  Railroad  Club:  While  I  was  in  Germany  last  summer 


3I24 


it  was  with  considerable  pleasure  that  I  accepted  the  invitation  of  your  Com¬ 
mittee  on  Subjects  to  address  you,  because  I  appreciate  the  honor  of  appear¬ 
ing  before  a  Club  whose  contributions  on  transportation  subjects  have  ranked 
so  highly. 

The  paper  as  written  is  of  considerable  length,  and  to  prevent  any  mis¬ 
givings  on  the  part  of  my  audience,  I  wish  to  say  now  that  I  do  not  intend  to 
read  it  in  its  entirety,  but  merely  to  sketch  those  parts  of  it  which  seem  to  be  of 
the  most  general  interest,  assuming  that  you  have  looked  over  the  statistics 
as  they  appear  in  the  printed  advance  copy. 


THE  ADMINISTRATION  OF  THE  STATE  RAILWAYS 
OF  PRUSSIA-HESSE 

BY 

WILLIAM  J.  CUNNINGHAM 

»/ 

The  following  description  of  the  physical  and  traffic  characteristics  of 
the  state-owned  railways  of  Prussia-Hesse,  and  the  comments  on  their  service 
and  operating  features,  are  based  on  personal  observation  last  summer  during 
a  three  months’  visit  in  the  principal  cities  of  that  country,  and  a  study  of  the 
official  statistics  and  other  publications  relating  to  the  results  of  the  adminis¬ 
tration  of  the  German  transportation  system,  particularly  the  returns  apply¬ 
ing  to  Prussia.  Among  the  various  states  which  together  form  the  German 
‘Empire,  Prussia  is  dominant  in  area,  population,  wealth  and  influence.  The 
Prussian  railway  characteristics,  therefore,  may  be  said  to  be  those  of  Ger¬ 
many  as  a  whole,  for  there  is  but  little  difference  between  the  railway  methods 
of  the  different  states.  Wherever  the  Prussian  railways  are  referred  to  in 
this  paper  they  include  as  well  the  railways  of  Hesse,  since  the  lines  of  both 
are  operated  as  a  unit  under  the  official  designation  “the  United  Prussian 
and  Hessian  State  Railways.” 

Railway  Mileage  of  the  Empire. 

Altogether  there  are  about  34,500  miles  of  state-owned  railways,  and 
2,200  miles  of  private-owned  railways,  in  Germany.  Of  the  state-owned 
mileage  Prussia  has  23,335,  or  slightly  more  than  two-thirds.  Bavaria  comes 
next  with  14.1%.  Then  comes  Saxony  with  5.1%;  then  respectively  Alsace- 
Lorraine  with  3.6%;  Baden  with  3.1%;  Mecklenburg  with  2.0%;  and  Olden¬ 
burg  with  1.2%.  In  Prussia-Hesse,  the  private-owned  mileage  is  6%  of  total. 
The  private  railways,  however,  are  comparatively  unimportant  and  are  con¬ 
trolled  by  the  government  almost  as  completely  as  the  railways  of  the  states. 
They  are  obliged  not  only  to  conform  to  the  state  traffic  regulations  but  as 
well  to  adopt  the  rules  and  standards  set  by  the  government  for  the  same 
class  of  state-owned  railways. 


Q.9.Y©~ 


3I25 


Historical. 

Germany  was  somewhat  behind  the  other  nations  in  the  development  of 
her  railways.  The  first  steam-operated  line  was  built  in  Bavaria  in  1835, 
connecting  Nuremburg  and  Furth.  This  was  opened  six  years  after  the  com¬ 
pletion  of  the  Liverpool  &  Manchester  Railway  in  England,  and  five  years 
subsequent  to  the  construction  of  the  first  section  of  the  Baltimore  &  Ohio 
Railroad.  In  the  growth  of  the  railway  net,  Germany  lagged  behind  England 
and  America,  but  from  the  first  the  Germans  were  more  careful  of  their  state 
interests  in  the  granting  of  concessions  and  charters.  From  the  early  40’s 
provision  was  made  that  the  state  might  purchase  any  railway  after  the  lapse 
of  a  stipulated  number  of  years. 

Private  capital  was  not  backward  in  building  lines  in  the  densely  popu¬ 
lated  industrial  districts.  In  fact,  Prussia  had  its  period  of  speculation  in 
railway  building  similar  to  that  which  occurred  in  England  in  the  40 ’s  and  in 
this  country  from  the  50’s  to  the  70’s.  But  it  was  more  difficult  there  to  in¬ 
duce  the  capitalists  to  develop  the  sparsely  settled  agricultural  districts. 
About  the  middle  of  the  century  the  Prussian  government  found  it  necessary 
to  begin  railway  building  itself  in  order  to  afford  transportation  facilities  for 
the  Eastern  agrarian  sections.  These  lines,  as  might  be  expected,  were  unre- 
munerative.  Practically  all  of  the  prosperous  railways  were  in  the  hands  of 
private  owners,  while  the  state  was  forced  to  carry  the  burden  of  the  unprofit¬ 
able  lines. 

State  Ownership. 


If  we  may  accept  as  true  the  statements  of  the  early  advocates  of  state 
ownership  for  all  of  the  railways,  the  greed,  selfishness  and  arbitrariness  of 
the  private  railway  companies  were  the  causes  which  led  to  their  ultimate 
absorption  by  the  states.  The  results,  however,  were  not  unprofitable  to  the 
shareholders.  (1)  Widespread  complaints  crystalized  into  a  common  demand 
for  government  ownership,  and  the  movement  had  a  peerless  leader  in  Bis¬ 
marck.  The  causes  of  dissatisfaction  then  remind  us  of  those  now  advanced 
so  hysterically  by  those  in  New  England  who  wish  to  bring  about  state  owner¬ 
ship  of  the  Boston  &  Maine  Railroad. 


In  order  to  summarize  the  reasons  which  impelled  Germany  to  give  up 
private  ownership,  we  can  hardly  do  better  than  to  quote  from  Bismarck’s 
speeches  in  Parliament.  (1)  He  protested  that  the  railways  must  not  be  al¬ 
lowed  to  act  the  part  of  Providence  and  alter  the  natural  laws  of  supply  and 
demand ;  they  must  not  be  allowed  to  dominate  trade  and  industry ;  they  must 
not  be  allowed  to  grant  preferential  treatment  and  discriminate  in  favor  of 
the  large  shipper  at  the  expense  of  the  small  trader;  they  must  not  be  allowed 


(1)  In  nearly  every  case  the  states  paid  more  for  the  railways  than  the  sums  for  which  they 
were  capitalized.  In  Prussia  this  excess  averaged  about  8  %  over  the  capitalization.  Payments 
were  made  in  3 %,  3  Yi%  and  4%  government  bonds. 


(1)  Contemporary  Review,  February,  1907,  pp.  174-192. 


3126 


to  overcharge  on  non-competitive  traffic  in  order  to  recoup  themselves  for 
losses  on  competitive  business;  they  must  not  be  allowed  to  grant  passes  and 
rebates  to  the  favored  few.  In  brief,  the  arbitrariness,  the  egotism,  and  the 
discrimination  of  individuals  must  be  checked.  Instead,  a  policy  must  be 
substituted  which  under  state  ownership  should  bring  about  uniformity  of 
charges,  equality  of  service,  protection  of  public  interests,  and  the  establish¬ 
ment  of  a  just,  diligent  and  able  railway  administration  actuated  solely  by 
considerations  of  the  general  good  of  the  country. 

As  to  the  degree  of  truth  in  these  charges,  authorities  differ.  Undoubt¬ 
edly  there  was  much  cause  for  complaint.  It  is  more  to  the  point  to  state 
that  Bismarck  carried  the  day.  His  plan  for  nationalization  of  the  railways 
was  carried  through — not  as  he  at  first  advocated,  but  substantially  so.  His 
first  proposal  called  for  one  Imperial  railway  system  for  all  Germany,  but  the 
jealousies  of  the  other  states  toward  Prussia  prevented  this  centralization. 

Instead,  each  state  nationalized  its  own  railways  and  their  ownership 
and  administration  are  kept  separate,  although  regulated  and  co-ordinated 
in  policy  through  the  Imperial  Railway  Office,  and  standardized  in  practice 
through  voluntary  traffic  and  operating  associations.  The  nationalization 
bill  passed  Parliament  in  1879,  and  the  gradual  purchase  of  all  of  the  im¬ 
portant  lines  extended  over  a  period  of  10  years.  The  state  railway  net,  there¬ 
fore,  was  not  complete  until  1890. 

Many  reasons  other  than  those  quoted  from  Bismarck’s  speeches  are  given 
as  the  real  object  of  government  ownership.  It  is  commonly  believed  that 
military  reasons  were  dominant,  that  the  government  in  its  consistent  policy 
of  preparedness  for  war  desired  absolute  control  of  all  transportation  facili¬ 
ties.  No  doubt  this  had  weighty  consideration,  but  it  is  doubtful  that  this 
was  the  all-important  reason.  Others  believe  that  financial  reasons  controlled, 
that  the  government  wished  to  turn  to  its  own  use  the  profits  from  operation 
which  the  private  owners  enjoyed.  Subsequent  developments  give  color  to 
this  assumption,  but  whenever  this  phase  of  the  subject  was  referred  to  in 
the  early  debates,  the  assurance  conveyed  by  the  government  was  that 
financial  gain  was  not  an  object  of  nationalization.  In  fact,  some  of  the  op¬ 
ponents  of  the  measure  confidently  predicted  that  the  government  would  not 
be  able  to  operate  as  efficiently  as  the  private  owners,  and  that  the  states 
would  lose  large  sums  of  money.  Taking  the  view  of  economists  of  high  stand¬ 
ing  in  Germany,  it  appears  that,  the  real  and  controlling  reason  was  economic. 
The  object  was  not  to  make  the  railways  a  means  of  state  power,  nor  of  revenue, 
but  to  make  them  a  means  of  traffic  subservient  to  the  economic  interests  of 
the  nation;  to  substitute  the  state  for  private  enterprise  as  the  guardian  of  the 
commercial  interests  of  the  community.  (1) 

Rate  Policies. 

It  is  proper  to  add  that  when  the  nationalization  project  was  before 
Parliament,  Bismarck  promised  substantial  reductions  in  rates.  He  said  that 
(1)  Professor  Hermann  Schumacher  before  Royal  Economic  Society,  London,  January, 

1912. 


3  127 


the  government  would  lower  the  scale  of  charges  to  a  level  which  would  just 
meet  operating  expenses,  take  care  of  renewals  and  improvements,  and  make 
some  contribution  to  a  sinking  fund  for  the  ultimate  retirement  of  the  pur¬ 
chase  bonds.  To  use  the  words  of  von  Maybach,  the  railways  were  not  to  be  made 
a  “milch  cow”  to  furnish  funds  for  state  purposes.  These  promises,  no  doubt,  were 
made  in  good  faith,  but  subsequent  political  exigencies  have  caused  their  repudia¬ 
tion.  Rates  have  been  reduced  slightly,  but  not  to  the  extent  promised  and  ex¬ 
pected.  *The  railways  of  Prussia  as  now  administered,  make  large  profits, 
and  they  apparently  could  afford  to  place  freight  rates  on  a  lower  basis  and 
still  continue  to  take  care  of  renewals  and  betterments.  They  continue  to 
earn  a  large  surplus  and  every  year  they  turn  over  a  substantial  part  of  it  to 
the  state  to  be  used  for  the  general  budget.  In  the  year  1910,  the  net  earn¬ 
ings  in  Prussia  were  6.48%  on  the  capital  investment  of  $114,000  per  mile 
of  line  (nearly  double  our  average  capitalization)  and  out  of  $170,000,000  net 
revenue,  $50,000,000  was  devoted  to  other  than  railway  purposes.  Without 
this  source  of  revenue  it  would  be  necessary  for  Prussia  either  to  double  its 
taxation  or  to  cut  its  budget  in  half.  The  patrons  of  the  railways,  therefore, 
particularly  the  freight  shippers,  have  reason  to  complain  that  they  are  taxed 
for  the  benefit  of  the  community  at  large.  As  will  be  pointed  out  later,  freight 
rates  are  relatively  high,  but  passenger  fares  are  unusually  low.  The  writer’s 
observation  of  railway  conditions  in  Prussia  leads  him  to  conclude  that  the 
passenger  traffic  is  carried  at  or  below  cost,  and  that  practically  all  of  the 
profit  comes  from  the  transportation  of  freight. 


Organization. 

At  the  head  of  the  railway  administration  of  Prussia,  is  the  Minister  of 
Public  Works,  who  is  appointed  by  and  may  be  removed  only  by  the  King. 
Changes  in  this  office  are  very  infrequent.  The  Minister  and  his  Councillors 
correspond  roughly  to  our  Board  of  Directors  or  Executive  Committee  and 
Chairman;  but  the  several  Councillors  are  railway  experts,  and  each  devotes 
his  attention  to  the  department  in  which  he  has  specialized.  Co-ordinate 
with  the  Minister  of  Public  Works  in  matters  affecting  the  state  budget  is 
the  Minister  of  Finance,  but  the  latter  has  no  other  authority  in  railway  affairs. 

The  Ministry  deals  only  with  general  matters  of  policy  and  standards. 
The  active  adriiinistration  is  left  to  the  local  directorates,  of  which  there  are 
21.  The  distribution  of  the  mileage,  and  the  proportion  of  main  line,  branch 
lines,  and  narrow  gauge  lines,  is  shown  in  Appendix  A.  It  will  be  noted  that 
the  average  mileage  per  directorate  is  1,116.  At  the  head  of  each  directorate 
is  a  President,  who  reports  to  the  Minister  of  Public  Works.  The  President 
of  a  directorate  corresponds  in  a  general  way  to  our  general  manager,  but  he 
has  control  over  every  department  on  his  division,  including  not  only  main¬ 
tenance  and  operation  but  also  traffic,  accounting,  finance,  and  construction. 
It  will  be  seen,  therefore,  that  the  Prussian  operating  unit — the  directorate — 
is  the  highest  type  of  the  divisional  system  of  organization.  Below  the  Presi- 


3128 


dent,  however,  the  organization  becomes  departmental,  and  the  lines  of  au¬ 
thority  and  responsibility  are  tightly  drawn.  The  President  is  surrounded 
by  a  group  of  staff  advisors  and  together  they  form  the  directorate.  The 
various  line  officers  report  impersonally  to  the  directorate.  The  Betriebs- 
inspecteur  corresponds  to  our  Superintendent,  and  the  Betriebsingenieure  to 
our  Trainmaster.  They  have  jurisdiction  over  train,  station,  yard,  signal, 
and  maintenance  forces.  The  Maschineninspecteur  corresponds  roughly  to 
our  Master  Mechanic,  but  he  does  not  control  the  operation  of  the  shops. 
This  function  is  assumed  by  the  Werkstatteninspecteur  or  Shop  Superinten¬ 
dent.  The  functions  of  our  Traffic  Manager  are  assumed  by  the  Verkehrs- 
inspecteur  (Traffic  Superintendent).  Accounting  and  financial  matters  are 
supervised  by  Controllers  and  Cashiers,  and  construction  work  comes  under 
the  Construction  Engineer.  The  station  master,  especially  at  large  stations, 
holds  an  important  position.  He  is  responsible  for  the  work  of  train  and  en¬ 
gine  crews,  and  is  virtually  the  superintendent  of  all  activities  within  the 
limits  of  his  station. 

While  the  principle  of  local  autonomy  in  the  operating  of  each  directo¬ 
rate  is  carefully  guarded,  it  has  been  found  advantageous  to  concentrate  a 
few  functions  exclusively  in  one  of  the  several  directorates,  the  one  so  selected 
to  act  in  that  particular  matter  for  all  other  directorates.  Besides,  there  is  a 
Zentralamt  (central  office)  in  Berlin,  which  is  rated  as  a  directorate  (making 
22  in  all)  and  attends  to  certain  specified  activities  for  the  system  as  a  whole. 
For  instance,  it  takes  care  of  the  distribution  and  assignment  of  rolling  stock 
and  its  joint  use;  it  attends  to  the  construction  and  purchase  of  materials  and 
supplies;  it  directs  and  passes  upon  tests  and  investigations;  and  it  co-ordi¬ 
nates  the  train  schedules  as  between  directorates.  In  some  respects  the  Presi¬ 
dent  of  the  Zentralamt  resembles  our  Superintendent  of  Transportaion.  but 
the  former  has  wider  jurisdiction,  including  that  of  our  Purchasing  Agent. 
The  principle  on  which  the  central  directorate  was  founded  is  that  the  Presi¬ 
dents  of  the  21  directorates  have  all  they  can  do  to  manage  their  respective 
territories,  and  they  should  not  be  called  upon  to  assume  staff  duties  such  as 
are  involved  in  the  setting  of  material  standards,  or  in  determining  by  test 
the  relative  economies  of  different  methods  of  operation. 


Advisory  Councils  and  Voluntary  Railway  Unions. 

Associated  with  the  administration  are  two  kinds  of  advisory  or  consult¬ 
ing  bodies:  (1)  advisory  councils,  local  and  central,  established  by  law;  and 
(2)  voluntary  traffic  and  operating  unions.  The  advisory  councils  are  com¬ 
posed  of  representatives  of  the  government,  and  delegates  from  boards  of 
trade,  industry  and  agriculture,  as  well  as  representatives  of  the  railway  ad¬ 
ministration.  The  administration  is  obliged  to  consult  with  these  advisory 
councils  on  all  matters  affecting  rates  or  public  service.  They  have  no  actual 
power  to  compel  the  railway  administration  to  accept  their  recommendations, 
but,  like  the  findings  of  the  Massachusetts  Railroad  Commission,  their  recom- 


3I2Q 


mendations  are  equivalent  to  commands.  It  is  beyond  the  scope  of  this 
paper  to  go  into  the  details  of  the  machinery  of  regulating  freight  rates,  but 
it  may  be  noted  that  changes  in  rates,  classifications,  or  working  rules  affect¬ 
ing  the  price  of  transportation,  are  comparatively  infrequent.  When  such 
are  proposed,  either  by  the  administration  or  by  a  certain  section  which  would 
derive  benefit  therefrom,  other  interests  are  almost  sure  to  object.  The 
jealousies  of  sections  usually  prevent  any  tinkering  with  tariffs,  even  when 
the  administration  might  be  willing  to  make  a  reduction  which  would  benefit 
certain  communities.  The  Germans  tend  to  apply  the  principle  that  a  sec¬ 
tion  is  entitled  to  its  natural  advantages,  and  the  railways  usually  are  pre¬ 
vented  from  attempting  to  offset  such  advantages  by  granting  preferential 
treatment  to  another  section  which  is  not  so  advantageously  situated.  To 
illustrate,  the  German  policy  would  not  permit  California  to  compete  on 
equal  terms  with  Florida  for  the  New  York  fruit  market.  Florida’s  natural 
advantage  in  being  nearer  the  New  York  market  would  be  guarded.  It  will 
be  seen  that  under  this  policy  the  industries  of  New  England,  which  depend 
upon  favorable  rates  for  raw  materials  from  the  South  and  West,  could  not 
exist.  Their  cotton  mills  would  have  to  move  to  the  South. 

The  advisory  councils,  on  the  whole,  however,  are  to  be  commended, 
both  in  their  negative  and  positive  results.  Through  them  the  industrial, 
agricultural,  and  trade  bodies  are  the  arbiters  of  their  own  interests  in  trans¬ 
portation,  and  all  persons  affected  by  railway  rates  and  rules  of  service  have 
an  opportunity  to  be  heard  before  any  change  can  be  made  in  existing  tariffs 
or  regulations. 

Of  the  voluntary  railway  associations,  the' German  Railway  Union  is  the 
oldest.  It  had  its  beginning  in  1846,  and  comprises  in  its  membership  the 
majority  of  the  railways  of  Germany,  Austria-Hungary,  Holland.  Luxem¬ 
burg  and  Roumania,  as  well  as  some  of  the  important  railways  of  other  Euro¬ 
pean  nations.  It  deals  with  working  regulations  affecting  the  conveyance  of 
passengers  and  freight,  and  the  joint  use  of  equipment.  In  many  ways  it 
resembles  our  American  Railway  Association.  A  weekly  paper,  Zeitung  des 
Vereins  Deutscher  Eisenbahnverwaltungen,  is  published  under  its  auspices. 
The  official  monthly  journal  of  the  German  railway  administration,  Archiv 
fur  Eisenbahnwesen,  is  published  under  the  authority  of  the  Ministry  of  Public 
Works. 

The  German  Railway  Traffic  Association  was  formed  in  1886,  and  deals 
with  the  regulations  governing  the  receipt  and  dispatch  of  freight. 

V 

Impersonality  of  Authority. 

The  American  railroad  man  who  visits  behind  the  scenes  on  the  Prussian 
railways  is  struck  by  the  absolute  impersonality  of  the  organization.  Au¬ 
thority  flows  from  the  office,  and  respect  is  accorded  to  the  office,  rather  than 
to  the  man  who  happens  to  fill  it.  The  personality  of  an  official,  which  is  so 
important  here,  has  practically  no  play  under  the  Prussian  organization. 
When  the  writer  asked  the  station  master  at  a  large  terminal  to  whom  he  re- 


3i;*o 


ported,  the  official  replied,  “to  the  directorate.”  When  further  inquiry  was 
made  to  ascertain  if  he  did  not  look  to  some  one  official  when  seeking  in¬ 
structions  or  assistance,  he  repeated,  “No,  I  address  myself  to  the  directo¬ 
rate.”  He  did  not  know,  nor  did  he  seem  to  care,  who  among  the  several 
officials  of  the  directorate  acted  upon  his  communication.  Letters  or  instruc¬ 
tions  emanate  from  the  directorate,  and  may  bear  the  signature  of  any  one 
of  the  officials,  but  in  the  name  of  the  directorate.  Altogether  it  seems  im¬ 
possible  for  the  personality  of  an  official  to  stamp  itself  on  the  working  forces. 
The  office  is  higher  than  the  man.  » 

Rules  and  Regulations. 

As  a  by-product  of  bureaucratic  management,  we  find  a  superabundance 
of  rules.  A  rule  is  designed  to  fit  every  possible  combination  of  circumstances. 
Each  class  of  employee  has  his  separate  book  of  regulations.  The  combined 
general  regulations  fill  two  volumes  containing  1,141  large  pages.  The 
Finanz-Ordnung  (Treasury  and  Accounting  Rules)  fill  twelve  volumes  which 
aggregate  nearly  3,000  pages.  Besides,  there  are  signal  rules,  traffic  rules, 
regulations  pertaining  to  the  use  of  rolling  stock,  and  many  others.  It  would 
take  too  much  time  to  go  into  this  subject  further,  but  to  illustrate  the  Prus¬ 
sian  fondness  for  rules,  observe  the  following,  which  is  the  third  general  rule 
in  the  Service  Regulations  for  Locomotive  Engineers: 

“It  is  expected  that  in  the  moment  of  great  danger  the  engineer  shall 
view  the  situation  with  presence  of  mind  and  determination.  He  is  not  al¬ 
lowed  to  leave  the  locomotive  until  all  means  at  his  command  for  averting 
or  minimizing  the  danger  to  the  train  have  been  exhausted.” 

It  appeals  to  us  as  strange  to  specify  by  rule  that  in  an  emergency  a  man 
shall  exercise  presence  of  mind! 


Discipline. 

It  is  well  known  that  practically  all  of  the  railway  employees  of  Prussia 
have  served  in  the  army.  When  they  enter  the  railway  ranks  from  the  army, 
certain  credits  are  allowed  for  their  military  service,  and  certain  positions  are 
reserved  for  army  men.  This  military  experience  shows  its  influence  on  their 
deportment  and  discipline  in  railway  service.  There  is  a  noticeable  orderli¬ 
ness  and  precision  about  everything  connected  with  German  railways.  In 
respect  for  authority  and  strict  observance  of  the  rules,  the  German  railway 
employee  has  no  superior.  The  traveler  will  not  fail  to  notice  the  red-capped 
station  master  standing  at  attention  on  the  station  platform  as  the  train 
passes  through  each  station.  He  will  also  find  the  senior  signalman,  gatemen, 
and  other  employees  connected  with  train  service  always  in  evidence,  stand¬ 
ing  like  sentries  as  the  train  passes.  The  operating  official,  while  riding  over 
the  line,  can  thus  take  a  census  of  all  employees  in  positions  of  responsibility. 
When  he  alights  at  a  station  his  rank  is  at  once  recognized.  The  station 
master  immediately  salutes  and  gives  a  verbal  report  of  the  situation  at  his 


3I3I 


station.  If  the  official  goes  into  a  signal  tower,  the  signalman  in  charge  salutes 
and  reports.  If  he  goes  into  an  engine  house,  the  foreman  salutes  and  gives 
a  brief  report  of  the  work  in  progress. 

The  formation  of  railway  labor  unions  in  Prussia  is  forbidden  by 
the  railway  administration.  The  employees  have  associations,  but  inas¬ 
much  as  the  railway  officers  are  ex-officio  members,  and  take  a  fairly  active 
part  in  the  proceedings,  these  associations  bear  little  resemblance  to  our  rail¬ 
way  brotherhoods. 

Train  Accidents. 

The  high  order  of  discipline  and  rigid  observance  of  rules  which  follows 
their  system  of  ample  and  constant  supervision  bears  fruit  in  their  lemark- 
able  immunity  from  train  accident,  and  in  the  small  number  of  passengers 
and  employees  killed  or  injured.  Differences  in  the  manner  of  compiling 
accident  statistics  make  comparisons  with  this  country  difficult.  It  is  possible, 
however,  to  make  a  comparison  of  injuries  in  train  collisions  and  derailments, 
since  the  classification  is  the  same  in  both  countries  and  the  statistics  are 
made  up  on  the  same  basis.  In  1910,  only  2  passengers  lost  their  lives  in 
collisions  and  derailments  on  Prussian  railways.  In  that  year  they  handled 
1,083,882,279  passengers.  In  the  same  year  the  United  States,  with  ten 
times  the  railway  mileage,  transported  971,683,199  passengers  (112  million 
less  than  Prussia).  But  it  must  be  borne  in  mind  that  our  passengers  traveled 
farther.  In  Prussia  the  average  passenger  journey  is  14  miles;  here  it  is  33 
miles.  Consequently  our  railways  produced  more  passenger  miles  although 
they  handled  a  smaller  number  of  passengers.  Looking  at  it  one  way,  it  is 
fair  to  the  United  States  to  compare  injuries  to  passengers  on  a  basis  of  pass¬ 
enger  miles.  Viewing  it  from  another  angle,  it  may  be  said  that  collisions 
and  derailments  will  tend  to  vary  with  the  train  miles  rather  than  with  the 
number  of  passengers.  We  will  make  the  comparison  on  the  two  bases: 

Passengers  and  Employees  Killed  and  Injured  in  Collisions  and 
Derailments,  1910. 


Item  Prussia-Hesse  United  States 

Passengers  carried  one  mile  (millions) .  15,688  32,338 

Total  revenue  and  non-revenue  train  miles  (thousands)  298,584  1,276,025 

Passengers  killed  in  collisions  and  derailments .  2  127 

Passengers  injured  in  collisions  and  derailments .  349  6,499 

Employes  killed  in  collisions  and  derailments .  13  608 

Employees  injured  in  collisions  and  derailments .  162  5,201 

Passenger  miles  per  passenger  killed  (millions) .  7,844  255 

Passenger  miles  per  passenger  injured  (millions) .  45  5 

Total  train  miles  per  pass’r  killed  (thousands) .  149,292  10,048 

Total  train  miles  per  pass’r  injured  (thousands) .  856  196 

Total  train  miles  per  employee  killed  (thousands). .  .  .  22,968  2,099 

Total  train  miles  per  employee  injured  (thousands)  . .  1,843  245 


3132 


Attention  is  again  drawn  to  the  fact  that  the  foregoing  tabulation  in¬ 
cludes  only  the  injuries  in  collisions  and  derailments.  Injuries  in  other  train 
accidents,  falling  from  moving  cars,  highway  crossing  collisions,  trespassing 
fatalities,  suicides,  etc.,  are  not  included  in  the  figures  for  either  country. 
Those  for  this  country  are  sufficiently  familiar  to  us.  The  details  for  Prussia- 
Hesse  are  shown  in  Appendix  B.  The  small  number  of  accidents  to  tres¬ 
passers  is  noticeable.  (1)  In  Prussia  the  laws  prohibiting  trespassing  are 
strictly  enforced  and  the  railway  right  of  way  is  carefully  guarded.  Those 
who  trespass  assume  a  high  risk  of  arrest,  since  the  tracks  are  well  patrolled. 
All  persons  detected  are  arrested,  fined  or  imprisoned.  A  passenger  who  is 
caught  in  the  attempt  to  cross  the  tracks  even  within  station  limits  is  promptly 
taken  before  the  authorities.  Our  law  makers  and  judges  might  well  take 
note  of  this  firm  attitude  of  the  Prussian  courts  and  its  gratifying  results. 
The  fact  that  14  trespassers  are  killed  daily  on  the  railways  of  the  United 
States,  (2)  although  given  wide  publicity,  has  thus  far  made  little  impression 
on  our  city  and  county  authorities.  In  their  selfish  and  short-sighted  policy 
they  continue  to  condone  trespassing  and  its  terrible  results. 

Punishment  for  Carelessness  Causing  Accidents. 

The  poor  accident  showing  in  this  country  is  largely  due  to  the  inherent 
tendency  of  the  American  railroad  man  to  take  chances.  It  is  to  be  hoped 
that  the  nation-wide  “Safety  First”  campaign  will  do  something  to  check 
this  tendency.  In  Prussia,  the  railway  employee  is  more  deliberate  in  action, 
and  his  military  training  gives  him  greater  respect  for  the  rules.  It  may  be, 
too,  that  the  methods  there  employed  to  investigate  accidents  and  mete  out 
punishment  to  the  careless,  have  a  direct  bearing  on  their  remarkable  immunity 
from  casualty.  Discipline  for  infraction  of  the  rules  is  severe.  Guilty  employ¬ 
ees  are  not  only  reprimanded,  suspended,  fined,  or  dismissed,  but  in  flagrant 
cases  they  are  imprisoned.  In  1910,  there  were  132  cases  of  criminal  prosecu¬ 
tion,  and  81  employees  were  given  court  sentences.  For  instance,  an  engineer 
who  disregarded  the  signals  and  caused  a  collision  and  fatal  injury  was  tried 
for  criminal  negligence,  convicted,  and  sentenced  to  15  months’  imprisonment. 

Compensation  of  Employees. 

Turning  now  to  the  question  of  salaries  and  wages,  it  is  interesting  to 
note  that  in  1910  the  average  yearly  wages  of  the  Prussian  railway  forces, 
including  all  officials  as  well  as  workmen,  was  only  $380  per  employee.  The 
official  statistics  show  that  the  average  number  of  “rest  days”  per  month  was 
3.44  for  all  employees  whose  duties  require  any  Sunday  work.  This  gives  an 
average  of  324  working  days,  and  an  average  daily  compensation  of  $1.17. 
It  may  be  said  that  this  average  is  faulty  because  it  does  not  take  account  of 
fluctuations  in  the  number  of  employees.  But  the  total  number  is  reported 
as  of  April  1st,  a  time  when  the  forces  should  be  about  normal.  The  daily 
average  wage  for  all  employees  is  not  shown  in  the  Prussian  statistics.  The 

(1)  Killed  180;  injured  145. 

(2)  In  Prussia,  one  trespasser  was  killed  every  second  day. 


3133 


only  average  of  the  kind  applies  to  laborers  and  other  employees  in  the  lowest 
grades  of  service  {die  Gehilfen,  die  Hilfskrafte  im  untern  Dienste,  die  Hand- 
werker  und  Arbeiter  im  Betriebe  der  Staatseisenbahnverwaltung) .  The  highest 
daily  average  in  that  list  applies  to  assistants  in  the  technical  service,  $1.76. 
The  next  highest  applies  to  piece-work  men  in  the  shops,  $1.17;  and  the 
lowest  average  was  received  by  shop  apprentices,  27  cents.  The  general 
average  for  all  these  classes  was  81  cents  per  day.  Another  set  of  statistics 
shows  the  average  daily  wages  of  shopmen  as  1 1  cents  per  hour.  All  these 
averages,  however,  do  not  represent  the  total  income,  as  they  do  not  include 
dwelling  allowances,  premiums  for  economical  use  of  fuel  and  supplies,  and 
other  small  allowances  which  will  be  mentioned  later.  The  average  of  $1.17, 
based  on  the  yearly  wages  of  all  employees,  may  be  said  to  approximate  the 
actual  average  received  in  cash.  The  writer  has  not  sufficient  information  to 
hazard  a  guess  as  to  how  much  more  should  b'e  added  to  that  average  to  allow 
for  the  supplementary  allowances.  He  believes,  however,  that  it  is  within  the 
bounds  of  reasonable  accuracy  to  say  that  the  gross  income  of  the  Prussian 
employee  is  just  about  one-half  the  average  wages  of  the  American  railway 
man.  The  general  average  for  this  country  in  1910  is  given  by  the  Interstate 
Commerce  Commission  as  $2.14  per  day,  excluding  officials,  but  the  accu¬ 
racy  of  the  figure  is  open  to  question  because  of  differences  in  methods 
employed  by  different  railways  in  compiling  the  basic  figures.  It  must  be 
remembered,  however,  in  making  comparisons  between  the  two  countries, 
that  the  cost  of  living  is  considerably  lower  in  Prussia,  and  the  purchasing 
power  of  the  dollar  is  correspondingly  greater.  An  exact  comparison  is  out  of 
the  question. 

We  may  illustrate  the  differences,  however,  by  taking  a  specific  case. 
The  regular  wages  of  all  grades  of  employees,  from  the  Presidents  to  baggage 
porters  and  apprentices,  are  fixed  by  the  regulations,  and  are  shown  in  the 
official  publications.  An  engineer,  for  instance,  begins  service  as  an  engineer 
at  regular  wages  of  $333  per  year.  The  rate  advances  automatically  every 
three  years  until  at  the  end  of  15  years  of  service  as  an  engineer  he  reaches 
the  maximum  wages  of  $600.  To  this  are  to  be  added  certain  supplementary 
allowances  for  extra  mileage  made,  and  premiums  for  economy  in  the  use  of 
fuel.  These  may  increase  his  wages  to  a  maximum  of  $750,  depending,  of 
course,  on  his  fuel  economy.  Then  there  is  his  dwelling  allowance,  which 
varies  with  the  locality  from  $79  to  $190  per  year.  Taking  the  maximum,  his 
highest  possible  income  would  be  about  $940.  The  average,  of  course,  would 
be  considerably  lower.  It  remains  for  us  now  to  equate  this  amount  so  as  to 
take  account  of  its  additional  purchasing  power  as  compared  with  a  similar 
amount  here.  As  to  how  much  weight  should  be  given  to  this  factor,  authori¬ 
ties  differ.  From  personal  observation  and  inquiries  while  in  Prussia,  the 
writer  reached  the  conclusion  that  living  expenses  in  Berlin  are  from  60%  to 
66%  of  similar  expenses  in  Boston.  If  it  is  taken  at  the  lower  percentage,  then 
the  Prussian  engineer’s  maximum  income  is  worth  the  same  as  $1,566  in  this 
country,  or  just  about  the  present  average  income  of  the  American  locomotive 
engineer.  Many  of  our  engineers,  however,  are  paid  higher  sums,  ranging 


3  134 


from  $2,000  to  $2,400  per  year  when  working  full  time.  In  making  this  com¬ 
parison,  however,  so  much  depends  on  the  assumptions,  particularly  as  to  the 
purchasing  power  of  money,  that  the  writer  wishes  to  emphasize  that  the 
figures  are  given  for  pusposes  of  illustration  only  and  no  claim  is  made  that 
they  are  exact,  except  in  regard  to  the  regular  published  scale  of  wages,  to 
which  the  allowances  are  to  be  added. 

An  examination  of  the  list  of  salaries,  etc.,  shows  that  the  financial  reward 
for  the  officials  is  striking  in  its  moderation.  The  Presidents  of  the  various 
directorates  receive  but  $2,900  per  year  and  a  free  dwelling.  The  honor  and 
prestige  which  go  with  the  position  are  rated  high  and  evidently  compensate 
for  the  lack  of  salary.  His  assistants,  in  addition  to  free  dwellings,  are  paid 
$1,000  for  the  first  three  years,  and  a  small  amount  is  added  every  three  years 
until  they  reach  the  maximum  of  $1,720,  after  18  years  of  service.  Locomotive 
firemen  begin  service  at  $285  per  year,  and  after  18  years’  service  (if  not  pro¬ 
moted)  receive  the  maximum  of  $430  per  year,  with  the  supplementary  allow¬ 
ances  already  mentioned.  The  ratio  between  the  wages  of  firemen  and  engi¬ 
neers  is  not  constant,  but  ranges  from  85%  in  the  lowest  grade  to  68%  after 
15  years  of  service  in  both  classes.  Attention  will  later  be  called  to  the 
fact  that  both  engineers  and  firemen  are  required  in  Prussia  to  perform  duties 
at  the  engine  terminal,  which  are  not  required  of  them  in  this  country. 

All  employees  are  protected  by  a  generous  pension  provision  and  accident 
and  sick  benefits,  but  are  required  to  contribute  small  sums,  according  to  the 
wage  rate,  toward  the  partial  support  of  the  system.  The  pension  and  insur¬ 
ance  features  are  highly  regarded  by  the  employees.  All  men  employed  in 
regular  capacities  are  practically  assured  of  their  positions  for  life,  and  are 
seldom  removed  except  for  violation  of  important  rules  or  for  other  serious 
cause. 

The  following  tabulation  shows  the  number  of  employees,  their  aggre¬ 
gate  compensation  (except  dwelling  allowances),  and  their  distribution 
between  departments. 


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The  distribution  of  employees  may  not  be  compared  with  this  country 
because  “Administration”  includes  men  who  are  classed  here  under  “Traffic 
Expenses,”  and  some  of  the  employees  included  in  Prussia  under  “Motive 
Power  and  Shops”  are  here  shown  under  “Transportation  Expenses.”  About 
2%  of  the  Prussian  employees  are  women.  Many  of  them  are  crossing  gate 
tenders.  A  few  are  ticket  sellers.  The  statistics  show  the  number  of  laborers 
of  various  ages  ranging  from  20  to  70  years;  also  their  length  of  service.  The 
average  age  in  1910  was  34  years;  and  their  average  length  of  service  17.5 
years. 

On  a  road  mileage  basis  Prussia  has  21  employees  per  mile.  The  average 
in  Group  2  of  this  country  is  16  per  mile,  and  in  the  whole  United  States  7 
per  mile. 

Physical  Characteristics. 

Turning  now  to  a  consideration  of  the  physical  characteristics  of  the 
Prussian  railway  system  as  it  is  today,  we  will  first  examine  its  trackage  facili¬ 
ties.  Serving  as  it  does  such  a  thickly  populated  district  (about  300  per  square 
mile)  and  having  such  dense  traffic  (as  will  be  apparent  from  the  figures  to  be 
presented  later)  we  naturally  expect  to  find  the  lines  well  equipped  with  mul¬ 
tiple  running  tracks.  Nearly  one-half  of  the  system  has  two  or  more  tracks. 
In  Group  2  of  the  United  States  (comprising  the  railways  of  New  York,  New 
Jersey,  Pennsylvania,  Maryland  and  Delaware)  the  territory  in  this  country 
which  comes  nearest  to  resembling  Prussia  in  population  and  railway  develop¬ 
ment,  the  percentage  of  two  or  more  running  tracks  is  practically  the  same  as 
in  Prussia,  but  in  the  United  States  as  a  whole,  only  10.5%  of  the  railways 
have  two  or  more  tracks.  The  comparative  figures  which  follow  may  be  of 
interest: 


3137 


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The  Prussian  roadbed,  particularly  on  the  main  lines,  is  well  built  and 
well  maintained.  Steel  rail,  of  design  similar  to  ours,  and  weighing  91  lbs. 
per  yard  is  now  standard,  but  the  greater  part  of  the  mileage  still  has  the  lighter 
rail,  averaging  between  70  and  75  lbs.  per  yard.  Crushed  stone  and  gravel 
predominate  as  ballast,  the  former  being  generally  used  on  the  important  lines. 
Their  standard  roadway  section  for  single  track  main  lines  calls  for  a  width 
of  19  ft.  across  the  top  of  the  sub-grade,  9  in.  of  ballast,  and  13  ft.  across  the 
top  of  the  ballast.  Multiple  tracks  are  spaced  113^  ft.  on  centers.  (1)  Tie 
plates  are  used  on  all  lines  of  heavy  traffic  and  screw  spikes  are  standard  every¬ 
where.  About  31  %  of  the  mileage  is  laid  with  metal  ties  of  the  inverted  trough 
type,  and  practically  all  wood  ties  are  creosoted.  The  average  spacing  of  ties 
is  28  in.  from  center  to  center,  and  their  length  runs  from  9  ft.  on  main  lines  to 
7  and  8  ft.  on  branch  lines.  The  use  of  the  metal  tie  has  not  become  a  set¬ 
tled  policy  and  there  is  much  discussion  in  Germany  as  to  whether  it  is  really 
superior  to  the  treated  wood  tie  when  all  factors  are  considered  Experts  are 
arrayed  on  both  sides  of  the  problem  and  it  is  interesting  to  note  how  a  ques¬ 
tion  of  this  kind  is  considered  in  its  bearing  on  the  commerical  interests  of  the 
nation.  Most  of  the  wood  ties  are  imported  from  northern  countries,  and  the 
only  employment  which  they  furnish  to  the  labor  of  Germany  is  in  the  process 
of  creosoting.  Metal  ties,  on  the  other  hand,  are  made  at  home.  They  fur¬ 
nish  employment  to  German  labor  and  increase  the  output  of  the  German 
steel  mills.  This  is  one  instance  where  the  economic  interests  of  the  state 
have  a  play  in  determining  railway  policy.  Here,  our  decision  would  be  based 
entirely  on  relative  cost,  life  and  wearing  qualities. 

As  another  instance  of  this  character,  we  cannot  fail  to  notice  the  provision 
which  is  everywhere  in  evidence  for  the  use  of  the  railways  in  the  event  of 
war.  Station,  siding  and  yard  facilities  at  many  points,  particularly  near  the 
frontiers,  seem  entirely  too  generous  for  the  regular  freight  and  passenger 
traffic.  The  explanation  lies  in  the  possible  need  of  these  facilities  for  the 
handling  of  troops  and  military  supplies.  All  freight  cars  are  stencilled  to 
show  capacity  not  only  for  freight  but  also  for  men  and  horses.  It  is  a  matter 
of  common  knowledge  that  a  timetable  for  military  operation  is  ready  for  use 
on  short  notice,  and  in  the  event  of  war,  the  trains  for  troops,  horses,  guns  and 
supplies  would  take  precedence  over  all  other  traffic. 

Passenger  Stations. 

Altogether  there  are  7,257  passenger  stations  and  “halting  points”  in 
Prussia,  one  for  every  three  miles  of  line.  The  passenger  stations  in  the  cities, 
particularly  the  stations  built  within  the  last  15  years,  are  imposing  in  design, 
generous  in  size  and  trackage  facilities,  and  well  equipped  to  take  care  of  the 
needs  and  comfort  of  the  maximum  traffic.  The  Hamburg  main  station  is  a 
good  example.  Those  at  Cologne,  Frankfort,  Darmstadt  and  Halle  are  nota¬ 
ble.  The  latest'  and  the  most  magnificent,  as  well  as  the  largest  station  in 
Europe,  has  just  been  completed  in  Leipsic  at  a  total  cost  of  upwards  of 


(1)  The  Prussian  car  is  narrower  than  the  American  car. 


3139 


$40,000,000.  It  has  22  tracks  under  one  train  shed.  In  Berlin  there  are  sev¬ 
eral  large  stations  to  serve  the  different  lines  radiating  therefrom,  but  there  is 
no  central  or  union  station.  All  the  Berlin  passenger  stations  are  connected 
by  the  north  and  south  rings — belt  lines  which  carry  an  enormous  passenger 
traffic.  Conditions  on  these  belt  lines,  which  intersect  both  the  business  and 
residential  sections,  seem  ideal  for  electric  operation,  but  the  service  is  still 
steam-operated,  although  electrification  has  been  under  consideration  for 
several  years. 

Hump  Yards. 

In  the  freight  classification  yards  we  find  occasional  use  of  the  “hump” 
in  switching.  A  good  example  is  seen  at  Wustermark,  near  Berlin.  There  are 
separate  humps  for  each  direction,  and  besides  the  well  laid  out  yards,  there 
is  an  admirably  designed  freight  transfer  station  of  concrete  construction. 
The  light  cars  are  very  easily  handled  over  the  hump.  The  writer  observed  a 
48  car  train  classified  in  12  minutes,  each  cut  averaging  about  two  cars. 

Signals. 

The  frequency  of  fixed  signals  and  signal  cabins  is  noticeable.  All  are  of 
the  manual  or  manual  control  type.  The  Germans  do  not  take  kindly  to  auto¬ 
matic  signals.  They  prefer  to  rely  upon  the  signalman.  When  asked  why  they 
do  not  consider  the  adoption  of  the  automatic  signal,  which  has  been  devel¬ 
oped  here  to  such  a  high  degree  of  perfection,  they  usually  turn  the  conversa¬ 
tion  to  train  accidents  and  inquire  why  it  is  that  America  has  such  an  unenvi¬ 
able  record  in  that  respect. 

The  official  statistics  show  that  Prussia  has  40,916  home  signals  (1.7  per 
mile  of  line)  and  nearly  15,000  distant  signals.  There  is  one  interlocking  cabin 
for  every  5%  miles.  Grouping  together  all  signal  towers,  cabins,  and  block 
stations,  there  is  one  for  every  one-half  mile  of  line.  On  2,800  miles  of  line 
where  speed  restrictions  apply,  automatic  speed  recording  devices  are  installed 
alongside  the  track,  and  the  records  are  carefully  checked  to  insure  strict 
adherance  to  the  rules. 

Locomotives. 

The  Prussian  passenger  locomotive  on  through  trains  is  considerably 
lighter  than  ours,  but  there  is  not  as  much  difference  as  is  generally  supposed. 
In  that  class  of  service  the  Atlantic  and  10-wheel  type  predominate.  A  large 
proportion  of  all  locomotives  is  of  the  compound  type.  Germany  is  the 
home  of  the  superheater  and  nearly  all  engines  are  equipped  with  the  device, 
as  well  as  feed-water  heaters,  draft  regulators,  screw  reversing  gear,  and  other 
appliances  which  are  not  common  here.  The  interior  of  the  cab,  especially  in 
those  equipped  also  with  cab  signals,  seems  somewhat  complicated  to  the 
American  observer. 

The  tank  locomotive,  which  is  comparatively  light,  appears  to  be  the 
favorite  in  local  passenger  service.  Freight  locomotives  vary  in  size,  but  most 
of  them  are  little  more  than  half  the  size  of  our  freight  locomotive.  With  the 
small  freight  cars  and  light  grades  of  the  main  lines,  the  length  rather  than 


3  r4° 


the  weight  of  the  train  is  the  controlling  feature,  and  heavy  engines  are  not 
needed.  In  Southern  Germany,  however,  where  the  grades  are  heavier,  there 
are  many  locomotives  which  in  weight  and  power  compare  favorably  with 
those  of  the  American  consolidation  type. 

In  1910,  Prussia  had  19,670  locomotives  of  all  kinds.  This  is  an  average 
of  84  locomotives  per  100  miles  of  line.  The  average  for  the  United  States  in  the 
same  year  was  25,  but  in  Group  2  it  was  57.  The  average  weight  of  all  Prus¬ 
sian  locomotives,  including  tenders,  was  59  tons.  For  the  United  States,  the 
average  weight  was  73  tons,  exclusive  of  tender.  Without  knowledge  of  the 
weight  of  the  tender,  and  the  proportion  of  tank  locomotives  in  each  country, 
it  is  impossible  to  make  an  exact  comparison,  but  in  the  judgment  of  the  writer, 
it  is  close  to  the  mark  to  say  that  the  Prussian  passenger  locomotive  is  about 
two-thirds  the  size  of  the  American  passenger  locomotive,  and  the  Prussian 
freight  locomotive  about  one-half  the  size  of  ours. 

Locomotive  Performance  Statistics. 

The  cost  of  maintaining  locomotives  in  Prussia  in  1910  averaged  4.8  cents 
per  mile,  which  indicates  commendable  efficiency  even  when  due  allowance 
is  made  for  their  small  size.  Failures  are  infrequent  and  the  locomotives 
generally  have  the  appearance  of  being  well  maintained.  The  Prussian  policy 
differs  from  ours  in  that  they  expect  and  obtain  a  comparatively  long  life  from 
their  locomotives.  The  average  life  of  all  locomotives  in  1910  was  10.2  years. 
One  was  40  years  old;  10  were  37  years  old;  9  were  35  years  old;  10  were  33 
years  old.  One  quarter  of  the  entire  equipment  ranged  from  10  to  20  years  in 
service;  45%  ran  from  5  to  10  years;  and  22%  had  an  average  age  of  less  than 
5  years.  The  average  mileage  per  locomotive  in  1910  was  25,600.  The  same 
average  for  this  country  was  approximately  29,100. 

The  Prussian  statistics  showing  the  performance  of  locomotives  (and  in 
fact  all  of  their  statistics)  are  remarkably  complete.  Among  other  things 
they  give  the  number  of  days  all  locomotives  were  in  service,  the  per  cent,  of 
time  in  actual  use,  and  the  per  cent,  of  time  they  were  in  the  shops  for  repairs. 
They  were  actually  used  in  train  service  32.79%  of  their  time;  18.91%  of 
their  time  was  spent  in  the  shops  for  repairs;  leaving  48.3%  of  the  time  when 
they  were  idle  in  or  near  the  engine  house.  The  high  proportion  of  time  idle 
is  accounted  for  by  their  policy  of  single  crewing.  When  not  single-crewed, 
it  is  the  general  practice  to  assign  one  engine  to  two  crews.  Enginemen  are 
required  to  do  much  of  the  light  running  repairs  themselves,  and  on  single- 
crewed  engines  the  fireman  is  required  to  report  at  the  engine  house  two  hours 
in  advance  of  leaving  time,  in  which  to  kindle  the  fire  and  get  up  steam.  At 
the  end  of  the  trip  it  is  his  duty  to  clean  the  fire  and  do  other  work  which  here 
is  done  by  the  engine  house  forces. 

Fuel  Economy. 

Careful  attention  is  paid  to  fuel  economy,  and  premiums  are  paid  to 
engine  crews  for  economic  results.  The  writer  did  not  personally  secure  any 
detailed  statistics  on  this  feature  of  operation,  but  the  figures  given  recently 


3i4i 


in  the  Railway  Age  Gazette  (January  3,  1913)  by  Mr.  H.  W.  Jacobs,  throw 
light  on  the  subject.  Mr.  Jacobs  compares  the  performance  on  a  division  in 
Prussia  with  a  division  of  an  American  railway  with  somewhat  similar  service, 
with  the  following  results: 


Class  of  Service — 

Passenger . 

Freight . 

Switch . 


POUNDS  OF  COAL  PER  LOCOMOTIVE  MILE 

Prussia  America 

.  43.6  93 

.  61.6  214 

.  44.8  147 


In  commenting  on  these  figures  Mr.  Jacobs  says: 

“Engineers  and  firemen  are  also  carefully  trained  as  to  fuel  and  steam  use, 
and  with  the  assigned  engines  the  men  act  as  if  they  were  footing  the  fuel  bills 
themselves.  This,  taken  in  connection  with  the  eagle-eyed  watchfulness  of 
the  fuel  performance  of  each  train  by  the  railway  administrative  officials, 
makes  for  an  astounding  degree  of  efficiency,  and  is  in  a  large  measure  respon¬ 
sible  for  the  comparatively  low  fuel  consumption  shown  in  the  figures  above 
quoted.  In  these  figures  there  is,  of  course,  no  indication  of  the  relative 
amount  of  work  done  by  the  locomotives  nor  of  their  size.  It  may  be  presumed 
that  the  American  locomotive  would  require  about  twice  as  much  coal  as  the 
German  locomotive.  Even  allowing  so  great  a  margin,  which  is  high,  as  the 
German  locomotives  are  the  largest  in  Europe,  the  discrepancy  in  the  con¬ 
sumption  in  the  two  cases  is  very  marked,  and  in  view  of  the  millions  of  dol¬ 
lars  expended  annually  by  every  American  railroad  system  for  fuel,  would 
seem  to  warrant  a  most  careful  study  as  to  causes  and  results,  combined  with 
an  equal  thoroughness  in  applying  such  practices  as  would  be  of  benefit  to 
American  operating  conditions.” 


Passenger  Cars. 

The  passenger  cars  of  Prussia  conform  to  the  usual  European  design  of 
separate  compartments.  The  older  type,  used  exclusively  in  suburban  and 
local  service,  has  doors  on  each  side  of  each  compartment,  and  when  the  train 
is  in  motion  the  only  means  of  communication  between  cars  or  between  com¬ 
partments  of  different  classes  is  by  the  running  board  on  the  outside  of  the 
car.  This,  of  course,  is  used  only  by  the  trainmen  and  by  them  rarely.  Pass¬ 
engers  are  not  allowed  to  open  the  compartment  doors  except  when  the  train 
is  stopped  at  station  platforms.  Practically  all  cars  in  through  trains,  how¬ 
ever,  have  end  doors  only,  with  narrow  vestibules  which  permit  communica¬ 
tion  between  cars.  All  compartments  open  into  a  narrow  corridor  which  runs 
along  one  side  of  the  car.  The  windows  open  downward  and  are  easily  opened 
or  closed.  First  and  second  class  compartments  are  fitted  with  drop  tables 
which  are  convenient  for  writing,  or  card  playing,  or  they  may  be  used  as 
lunch  tables.  The  dining-car  waiters  serve  luncheons  in  the  compartments 
if  passengers  do  not  care  to  go  into  the  dining-car. 


3'4* 


Altogether  there  are  51,703  passenger,  baggage,  and  mail  cars  in  Prussia, 
or  222  per  100  miles  of  line.  In  Group  2  of  the  United  States  the  passenger 
train  car  density  is  52;  in  the  United  States  as  a  whole,  20.  Of  the  Prussian 
equipment  68%  have  side  entrances  and  32%  have  end  doors  and  vestibules. 
The  latter  are  used  almost  exclusively  in  through  trains.  More  than  half 
(54%)  of  the  passenger  cars  have  3  axles,  one  under  each  end  of  the  car  and 
one  under  the  center;  33%  have  but  2  axles;  and  the  remaining  13%  are  of 
the  modern  type  for  the  best  trains  and  have  4  or  6  axles.  Averaging  all  pass¬ 
enger  train  cars,  the  number  of  axles  per  car  is  2.72.  The  older  type  of  2  or  3 
axle  car  with  side  doors  is  very  small  and  weighs  about  20  tons.  The  modern 
corridor  car,  with  4  or  6  axles,  is  60  ft.  long,  93^  ft.  wide,  and  weighs  from  45 
to  55  tons.  The  capacity  of  the  car  depends  upon  the  classification  of  the 
compartments.  There  are  four  classes.  First-class  compartments  seat  4  pass¬ 
engers  (2  per  seat);  second-class,  6  passengers;  third-class,  8  passengers. 
Fourth-class  compartments  are  much  larger,  but  only  a  limited  number  of 
seats  are  provided  for  the  first  comers — the  other  passengers  stand.  As  a  rule, 
those  who  stand  in  fourth-class  compartments  far  outnumber  the  fortunate 
few  with  seats. 

There  is  little  difference  between  first-  and  second-class  compartments 
except  in  the  quality  of  the  seat  covering  and  in  the  number  of  passengers  per 
compartment.  The  seats  are  of  equal  length  (about  6  ft.).  In  first-class  com¬ 
partments,  therefore,  each  passenger  has  about  3  ft.  of  seat  space.  Second- 
class  passengers  each  have  2  ft.  of  seat  space.  In  both  cases  the  arm  rests, 
which  mark  the  seat  divisions,  may  be  pushed  up  out  of  the  way,  and  when 
the  compartment  is  not  filled  the  seat  may  be  used  as  a  sofa.  A  party  of  three 
or  four  passengers  traveling  together  very  frequently  have  the  compartment 
to  themselves.  At  important  stations  seats  in  through  trains  may  be  reserved 
in  advance  without  charge.  Each  compartment  and  seat  is  numbered  and  the 
place  ticket  issued  by  the  reservation  clerk  gives  unquestioned  right  to  the 
seat  reserved. 

A  very  few  of  the  cars  are  exclusively  first-class.  About  11%  are  first- 
and  second-class  combined.  The  same  percentage  combines  second-  and  third- 
class.  Third-class  cars  comprise  40%  of  the  total,  and  29%  are  fourth-class. 
The  remaining  cars  have  various  combinations  of  classes. 

First-class  compartments  correspond  with  our  parlor  cars;  second-class 
cars  are  as  comfortable  as  our  best  modern  coaches;  third-class  accommoda¬ 
tions  are  considerably  worse  than  our  poorest  and  oldest  day  coach,  or  per¬ 
haps  a  shade  better  than  our  colonist  car.  The  seats  in  third-class  cars  are 
not  upholstered.  With  four  passengers  per  seat  all  occupants  are  crowded. 
We  have  nothing  that  compares  with  fourth-class.  Very  few  passengers  use 
first-class  compartments.  Most  of  the  well-to-do  and  tourists  travel 
second-class.  A  traveler  who  wishes  to  economize  may  ride  third-class  for 
short  distances  without  much  discomfort,  if  the  train  is  not  crowded,  but  he 
must  be  in  hard  straits  indeed  to  economize  by  riding  in  fourth-class  cars. 
Nevertheless,  as  will  be  pointed  out  later,  46  out  of  every  100  passengers  use 
fourth-class  accommodations. 


3 '43 


Dining  Cars. 

All  through  trains  have  dining-cars  (operated  by  private  companies)  in 
which  a  generous  table  d'  hote  meal  may  be  had  for  72  cents,  plus  the  cost  of 
wine,  beer,  or  mineral  water  which  each  guest  is  expected  to  order.  Seats  in 
the  dining-car  are  reserved  in  advance.  The  meats,  salads,  vegetables,  etc., 
are  brought  in  on  large  platters  and  each  guest  helps  himself  as  the  platter  is 
placed  before  him.  It  can  hardly  be  said  that  the  food  is  appetizingly  served, 
but  what  is  lacking  in  that  respect  is  made  up  in  the  generosity  of  the  portions 
allowed  and  in  the  variety  of  the  eatables  which  one  may  pile  on  his  plate. 

Sleeping  Cars. 

Sleeping  cars,  both  first-  and  second-class,  are  run  on  the  long-distance 
night  trains  between  important  cities.  Each  compartment  has  a.  lower  and 
upper  berth  placed  across  the  car.  The  berths  are  hardly  as  comfortable  as 
ours,  but  they  have  the  advantage  of  complete  privacy.  Each  compartment 
has  its  separate  toilet  facilities.  The  European  traveler  never  ceases  to  marvel 
at  the  lack  of  privacy,  or  what  he  often  terms  the  “indecency,”  of  the  American 
sleeping  car. 

Invalid  Cars. 

Provision  is  made  for  invalids  by  special  cars  with  compartments  designed 
particularly  to  administer  to  their  comfort.  A  kitchen  is  available  in  which 
to  prepare  nourishment.  The  adjoining  compartments,  handsomely  furnished, 
are  available  for  the  use  of  attendants  and  friends.  For  persons  who  cannot 
afford  to  pay  the  charge  for  the  special  car,  compartments  are  reserved  in 
certain  second-  and  third-class  cars.  In  each  case  the  doors  of  the  compart¬ 
ments  are  large  enough  to  admit  a  stretcher  or  an  invalid  chair. 

Freight  Cars. 

The  average  capacity  of  all  Prussian  freight  cars  in  1910  was  15.7  tons. 
Practically  all  of  them  have  but  2  axles.  Only  one-third  are  fitted  with  brakes 
of  any  kind  and  only  a  very  few  of  these  with  air-brakes.  (1)  Automatic 
couplers  have  not  been  adopted,  although  used  experimentally.  The  standard 
box  car  of  Prussia  is  26  ft.  long  and  has  a  capacity  of  16.6  tons.  Coal  cars  run 
in  capacity  from  22  to  40  tons,  but  those  of  the  higher  capacity  are  relatively 
few.  The  dead  weight  of  the  standard  box  car  is  10.7  tons,  or  65%  of  its 
capacity. 

It  is  not  to  be  assumed  that  Prussia  is  to  be  charged  with  shutting  its  eyes 
to  the  apparent  economies  in  the  use  of  the  large  capacity  car.  As  a  matter  of 
fact,  the  peculiar  conditions  of  the  traffic  there  (as  in  England)  seriously  mini¬ 
mize  the  advantageous  use  of  cars  of  the  American  type.  The  distinctively 
retail  character  of  the  freight  shipments  makes  it  difficult  under  present  condi¬ 
tions  for  shippers  to  avail  themselves  of  the  special  rates  applying  to  the  car 


(1)  About  86%  of  passenger  cars  are  fitted  with  air-brake. 


3U4 


load  minima  of  5  and  10  tons,  and  they  are  obliged  to  enlist  the  services  of 
spediteurs  (forwarding  agents)  who  undertake  to  consolidate  the  freight  of 
various  shippers  so  as  to  obtain  the  car  load  rates.  Small-lot  shipments  pre¬ 
dominate,  and  the  immense  quantities  of  bulk  freight  offered  to  the  railroads 
of  this  country  are  not  seen  in  Prussia.  Much  of  the  low-grade  freight  moves 
there  by  river  or  canal. 

Another  factor  which  influences  freight-car  design,  and  which  affords  an 
example  of  the  penalties  of  standardization,  is  the  axle-load  limit,  which  is  set 
at  31,000  lbs.  Prussia  is  party  to  the  rolling  stock  agreement  between  the 
several  European  nations  which  use  the  freight  cars  of  all  subscribers  in  com¬ 
mon,  much  as  the  railways  of  the  United  States  make  common  use  of  their 
freight  cars.  The  design  of  cars  for  such  joint  use  must  necessarily  conform 
to  the  clearances  and  track  limitations  of  the  weakest  link  in  the  chain.  Italy 
happens  to  be  that  link,  and  sets  the  maximum  axle-load  for  the  other  systems 
which  are  parties  to  the  agreement.  The  maximum  axle-load  in  the  United 
States  is  approximately  double  that  of  the  European  railways. 

This  feature,  however,  does  not  prevent  the  use  of  heavier  equipment 
when  confined  exclusively  to  the  Prussian  rails.  They  are  adding  to  their 
heavier  equipment  each  year  and  are  experimenting  with  cars  of  the  American 
type.  For  transporting  machinery  and  heavy  guns  from  the  Krupp  works  at 
Essen,  flat  cars  of  very  high  capacity  are  utilized.  The  largest  has  16  axles 
and  has  a  capacity  of  85  tons. 

Some  novelties  in  design  are  interesting  to  the  American  observer.  There 
are  special  metal  cars  with  drop  covers  for  carrying  lime;  special  tank  cars 
for  milk  and  beer;  and  cars  divided  into  compartments  for  the  transportation 
of  live  fish.  The  water  in  these  tank  compartments  is  kept  in  circulation  so 
that  the  fish  are  in  good  condition  when  they  reach  the  market. 

The  total  number  of  freight  cars  of  all  kinds  in  Prussia  in  1910  was  415,- 
797,  or  1,782  per  100  miles  of  line.  The  freight  car  density  of  Group  2  in  the 
same  year  was  2,168;  and  for  the  entire  United  States,  887.  The  number  of 
cars,  however,  is  not  the  true  index.  Their  capacity  must  be  considered. 
Expressed  in  tons  of  capacity  per  100  miles  of  line,  Prussia  had  28,000;  Group 
2  had  78,048;  and  the  United  States  had  31,932. 

Train  Service. 

Coming  now  to  the  subject  of  train  operation,  we  find  that  in  Prussia  the 
passenger  service  has  four  distinct  classes.  First  comes  the  few  deluxe  trains 
which  correspond  to  the  excess-fare  limited  trains  of  this  country.  One 
example  is  the  North  Express,  which  runs  daily  from  Palis  and  Ostend  to  Ber¬ 
lin,  connecting  there  with  a  twice-a-week  luxuszug  to  Moscow  and  St.  Peters¬ 
burg.  Another  example  is  the  winter  de  luxe  train  from  Berlin  to  Rome  and 
Naples,  three  times  a  week.  Next  in  order  are  the  schnellzuge  (through  express 
trains) ;  next  the  eilzuge  (fast  trains — an  intermediate  class) ;  and  finally  the 
personenzuge  (local  and  accommodation  trains).  Freight  trains  are  divided 
into  two  general  classes,  as  here, — fast  and  slow.  The  division  of  the  traffic 
is  seen  from  the  following  percentages  in  1910: 


3145 


Per  Cent,  of  Total  *  Average  cars  per 


Class  of  Train  Locomotive  Miles  Train  Mile 

Luxuziige-Schnellzuge .  8.5%  7 

Eilzuge .  5.0  8 

Personenziige .  45.5  9 

Motor  cars .  1.4  2 

Fast  Freights .  3.6  18 

Slow  Freights .  34.1  39 

Military . 1  30 

Work  and  various .  1.8  20 


*Cars  per  train  mile  estimated  by  writer  from  axle-kilometer  statistics. 

In  speed  of  passenger  trains  Prussia  is  somewhat  behind  England  and 
France.  The  fastest  train  in  Prussia  makes  the  run  of  178  miles  between 
Berlin  and  Hamburg  at  an  average  speed  of  55.2  miles  per  hour.  The  next 
fastest  train  is  between  Berlin  and  Halle,  100  miles,  at  a  speed  of  54.9  M.P.H. 
There  are  several  other  through  trains  which  average  over  50  M.P.H.,  and 
the  average  schedule  speed  of  all  through  trains  is  given  in  the  official  statis¬ 
tics  as  40  M.P.H.  With  the  exception  of  a  few  of  our  limited  trains,  and  the 
Camden- Atlantic  City  trains,  the  Prussian  speeds  are  equal  to  those  of  this 
country.  There  are  several  trains,  for  instance,  which  for  similar  distances 
and  a  similar  number  of  stops,  make  somewhat  better  time  than  the  5 -hour 
limited  trains  between  New  York  and  Boston.  The  Prussian  trains,  too,  are 
almost  invariably  on  time. 

Graphic  Time-Tables. 

German  railway  officials  who  have  studied  our  methods  have  expressed 
surprise  because  we  do  not  use  the  graphic  form  of  time-table.  Their  com¬ 
ments  on  this  subject  illustrate  the  difference  in  the  point  of  view.  American 
railway  officials,  when  shown  the  German  graphic  time-table,  are  just  as  sur¬ 
prised  that  it  should  be  so  generally  used  there.  To  the  operating  man  of  this 
country  it  seems  impractical,  but  in  Germany  it  is  considered  superior  to  the 
printed  time-table  and  is  regarded  as  indispensable  to  the  officialshaving 
jurisdiction  over  train  service.  The  graphic  time-table  is  a  lithograph  repro¬ 
duction  of  a  time-table  board,  on  which  the  trains  of  the  various  classes  (with 
many  contingent  schedules  to  be  used  for  extra  trains  when  necessary,  empty 
drafts,  light  engine  movements,  etc.)  are  shown  by  lines  of  different  design. 
Each  line  shows  also  the  train  number  and  (by  symbols)  all  absolute  and 
contingent  stops.  Corresponding  with  the  vertical  mileage  scale,  the  various 
physical  characteristics  are  shown,  such  as  the  profile,  curvature,  track  dia¬ 
grams,  sidings,  water  stations,  coaling  stations,  signal  cabins,  etc.  For  a 
division  with  heavy  traffic  the  graphic  table,  which  is  printed  on  both  sides 
of  a  sheet  about  4  ft.  by  2)^  ft.,  seems  very  complicated.  Their  use  is  general 
throughout' Europe.  They  do  not  take  the  place  of  the  regular  time-table, 
but  are  supplementary  thereto.  The  writer  was  told  by  a  Prussian  operating 
official  that  he  and  practically  all  of  the  operating  officials  rely  on  it  almost 


3M6 


entirely  while  on  the  road  and  when  considering  any  problem  appertaining  to 
the  running  ot  trains.  One  reason,  perhaps,  why  the  graphic  form  appeals  to 
them  is  that  the  majority  of  the  Prussian  officials  are  technically  educated 
engineers.  The  question  is  occasionally  asked,  “Why  are  so  few  of  the  Ameri¬ 
can  superintendents  civil  engineers?” 

Train  Mileage. 

We  will  now  undertake  a  consideration  of  the  traffic  characteristics  and 
first  examine  the  statistics  of  train  mileage,  and  passengers  and  tonnage 
handled.  As  already  stated,  the  number  of  passengers  handled  in  Prussia 
exceeds  the  total  number  handled  in  the  United  States.  We  are  therefore 
prepared  to  find  a  very  dense  passenger  train  mileage  per  mile  of  road.  Freight 
traffic  is  also  dense  in  the  industrial  regions  of  western  Prussia,  but  when 
averaged  for  all  of  Prussia  the  figures  are  not  so  impressive.  A  comparison  of 
traffic  and  train  mile  density  is  shown  in  the  following  table: 


Passenger  Miles,  Ton  Miles,  Train  Miles,  and  Operating  Revenue 
Per  Mile  of  Line,  1910. 


Item — 

Prussia-Hesse 

Group  2 

United  States 

Passenger  miles  per  mile  of  line . 

693,921 

314,187 

138.169 

Ton  miles  per  mile  of  line . 

.  1,150,490 

2,797,011 

1,071,086 

Operating  revenue  per  mile  of  line . . . 

$22,144 

$24,619 

$11,553 

Pass,  train  miles  per  mile  of  line .  .  .  . 

7,741 

*5,515 

*2,787 

Freight  train  miles  per  mile  of  line.  . 

4,824 

*4,832 

*2,286 

Total  rev.  train  miles  per  mile  of  line 

12,565 

10,347 

5,073 

Average  passengers  per  train  mile .  .  . 

87 

63 

56 

Average  revenue  tons  per  train  mile . 

236 

502 

380 

^Special  train  miles  included  in  passenger;  mixed  train  miles  in  freight. 


The  significant  facts  in  the  above  comparison  are  that  in  revenue  passen¬ 
ger  mile  density  the  United  States  as  a  w'hole  has  only  21%  of  the  Prussian 
density.  Group  2,  which  has  the  greatest  passenger  traffic  of  any  group  in  the 
United  States,  has  45%  of  the  Prussian  passenger  density.  In  ton  mile  density, 
however,  the  United  States  is  almost  as  much  as  Prussia,  and  Group  2  exceeds 
Prussia  in  that  respect  by  140%.  The  Prussian  passenger  train  load  is  con¬ 
siderably  heavier  than  ours,  but  the  majority  of  the  passengers  ride  in  the 
third-  and  fourth-class  cars,  already  described.  In  freight-train  load,  how¬ 
ever,  Prussia  is  conspicuously  low.  Its  average  is  less  than  half  the  train  load 
of  Group  2,  and  about  two-thirds  that  of  the  whole  United  States. 

Passenger  Traffic  and  Rates. 

The  German  statistics  of  traffic  are  available  in  great  detail,  and  we  are 
able  to  analyze  the  receipts  and  averages  for  each  class  of  passengerand  freight. 
To  show  the  results  for  the  passenger  service,  the  following  summary  is  in¬ 
serted  : 


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The  preponderance  of  the  third-and  fourth-class  traffic,  and  the  exceed¬ 
ingly  small  number  of  first-class  passengers,  are  noticeable.  The  astonishingly 
low  average  passenger  mile  rate  (8.8  mills)  loses  much  of  its  value  for  purposes 
of  comparison  with  this  country  because  it  includes  such  a  relatively  large 
number  of  passengers  who  travel  in  the  inferior  class  compartments.  It  will 
be  noted,  too,  that  more  than  half  of  the  tickets  were  sold  at  less  than  normal 
tariff,  that  is,  season  tickets,  workmen’s  and  school  children’s  tickets,  and 
return  holiday  tickets.  The  returns  include  also  the  traffic  on  passenger  belt 
lines  in  Berlin  and  the  electric  railway  between  Hamburg  and  Altona.  Both  of 
these  lines  carry  a  heavy  traffic,  which  is  essentially  the  same  as  is  handled  by 
the  subways  and  elevated  railways  of  New  York,  Chicago  or  Boston.  Berlin 
and  Hamburg  also  have  private-owned  subways  and  elevated  railways  whose 
returns  are  not  included  with  those  of  the  steam  railways. 

In  second-class  compartments,  which  come  nearest  to  our  day  coaches, 
the  Prussian  average  revenue  was  1.49c  per  mile.  Our  average  in  the  same 
year  for  all  passenger  traffic  was  1.938c.  The  Prussian  first-class  corresponds 
to  our  parlor  cars.  Their  average  receipts  for  that  class  were  2.89c  per  mile, 
which  is  substantially  above  our  average,  even  when  the  Pullman  car  fare  is 
added.  For  instance,  the  regular  fare  from  New  York  to  Boston  is  $4.75. 
Add  $1.00  for  parlor-car  seat  and  we  have  an  average  rate  of  2.47c  per  mile. 
It  is  plain  in  this  case  that  Prussia  recognizes  the  American  principle  of  charg¬ 
ing  what  the  traffic  will  bear,  although  it  plays  little  part  in  the  freight  tariffs. 
The  well-to-do  passengers  who  travel  first-and  second-class  are  called  upon  to 
contribute  two  or  three  times  as  much  per  mile  as  the  poorer  classes,  who  use 
third-  and  fourth-class  at  rates  which  can  hardly  be  sufficient  to  pay  the 
“out-of-pocket”  expenses  of  operation. 

Baggage. 

In  passing,  attention  should  be  called  to  the  fact  that  there  is  no  free 
baggage  allowance  in  Germany.  Passengers  may  take  a  generous  amount  of 
hand  baggage  with  them  in  the  compartments,  but  trunks  and  other  similar 
baggage  must  be  registered  and  transported  in  the  baggage  car.  The  baggage 
tariff  is  on  the  zone  principle.  For  example,  the  charge  for  the  first  zone 
(1  to  15.5  miles)  runs  from  5c  for  44  lbs.,  to  14c  for  165  lbs.  For  the  fourth 
zone  (95  to  124  miles)  the  charges  are  12c  and  71c,  respectively.  For  the  sixth 
zone  (158  to  186  miles)  the  charges  are  12c  and  $1.07.  To  illustrate  further, 
by  again  using  the  New  York  and  Boston  journey,  the  additional  cost  of  a 
trunk  weighing  150  lbs.  would,  under  the  Prussian  tariff,  be  $1.43,  which  is 
equivalent  to  adding  0.61c  per  mile  to  the  price  of  the  ticket.  The  following 
table  shows  what  it  would  cost  if  the  Prussian  tariff  in  all  its  classes  were 
applied  to  the  New  York  and  Boston  service: 


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It  will  be  seen  that  the  baggage  factor  in  the  cost  of  traveling  is  important, 
and  the  reason  why  the  experienced  traveler  carries  as  little  as  possible  with 
him  on  his  European  trip  is  apparent.  The  Prussian  statistics  show,  however, 
that  relatively  few  passengers  carry  other  than  hand  baggage.  Altogether  in 
1910,  the  railways  transported  820,000  tons  of  baggage.  This  is  an  average  of 
134  lbs.  per  passenger.  The  revenue  from  baggage  was  $4,370,000,  or  27  cents 
per  100  lbs.  The  average  distance  carried  was  65  miles.  Each  100  lbs.  of 
baggage,  therefore,  cost  the  traveler  41c  for  each  100  miles  transported. 
Baggage  charges  made  up  3%  of  the  total  passenger  revenue. 

Another  source  of  revenue,  of  which  we  hear  little,  is  that  from  the  trans¬ 
portation  of  dogs.  For  some  reason,  many  Prussian  travelers  take  their  dogs 
along  with  them.  We  find  that  many  local  trains  have  compartments  labelled 
“For  Passengers  with  Dogs.”  When  such  compartments  are  not  available, 
the  dogs  are  carried  in  the  baggage  cars.  In  both  cases,  dog  tickets  must  be 
purchased.  In  1910,  the  number  of  such  tickets  sold  almost  reached  2,000,000, 
yielding  a  revenue  of  over  $200,000,  or  10c  per  dog.  One  passenger  in  every 
500  was  accompanied  by  a  dog.  Or,  to  express  the  “dog  density”  in  another 
way,  the  Prussian  railways  transported  an  average  of  7,000  dogs  per  day. 
More  dogs  were  carried  than. first-class  passengers! 

Before  leaving  the  passenger  service,  mention  should  be  made  of  the  prac¬ 
tice  of  selling  “ bahnsteig ”  (platform)  tickets  which  permit  the  friends  of  incom¬ 
ing  and  outgoing  passengers  to  meet  or  part  with  them  on  the  station  platform 
at  the  car  door.  These  tickets,  which  cost  10  pfennig  (2.4c)  are  procured 
through  slot  machines.  They  are  punched  by  the  gateman  when  the  holders 
pass  through  the  gate  to  the  platform,  and  are  collected  when  they  leave  the 
platform.  In  1910,  31,000,000  of  such  tickets  were  sold  (85,000  per  day)  and 
they  yielded  a  revenue  of  $735,000.  This,  of  course,  is  clear  profit. 

All  tickets  are  examined  and  punched  by  the  gateman  at  the  initial 
station.  On  through  trains  they  are  examined  by  the  train  conductor  to  make 
sure  that  the  holders  are  riding  in  the  compartments  to  which  the  tickets 
entitle  them.  At  destination,  the  gateman  collects  the  tickets  as  passengers 
leave  the  station. 

Freight  Rates. 

The  foregoing  comparisons  of  passenger  rates  give  some  idea  of  the  rela¬ 
tion  of  charges  in  Prussia  and  the  United  States.  It  is  much  more  difficult,  if 
not  hopeless,  to  make  any  intelligent  comparison  of  freight  rates,  because  of 
the  fundamentally  different  conditions.  In  the  first  place,  we  must  recognize 
in  the  case  of  freight  rates,  as  well  as  in  passenger  rates,  wages,  and  cost  of 
operation,  that  the  purchasing  power  of  money  is  greater  in  Prussia.  How 
much  greater,  it  is  impossible  to  state  with  accuracy.  In  discussing  compara¬ 
tive  wages,  the  writer  gave  as  his  estimate  that  the  cost  of  living  in  Berlin  is 
from  60%  to  66%  of  the  cost  in  Boston.  It  may  be  even  less  than  60%,  but 
certainly  not  much  lower. 

In  the  second  place,  the  policy  of  the  government  is  to  develop  the  traffic 
on  the  rivers  and  canals,  and  to  prevent  the  railways  from  competing  with  the 
water-ways.  Thus,  the  lower  grade  commodities  and  other  freight  which  will 


3I 25I 


stand  the  slower  movement  go  by  water,  under  a  subsidy,  since  most  canals 
and  improve^  water-ways  do  not  yield  enough  in  tolls  to  pay  for  interest  and 
maintenance.  In  fact,  many  canals  do  not  even  pay  operating  expenses.  The 
deficits  are  met  by  general  taxation.  The  boat  owners  are  free  to  charge  such 
rates  as  they  consider  necessary  to  get  the  business,  and  since  their  expense 
for  tolls  is  relatively  small,  they  need  figure  only  to  obtain  sufficient  to  give  a 
return  over  their  relatively  small  operating  expenses  and  the  low  interest 
charges  on  the  floating  equipment.  Consequently,  they  secure  a  generous  pro¬ 
portion  of  coal,  building  materials,  grain,  and  raw  materials,  much  of  which 
the  railways  might  carry  if  they  were  free  to  compete.  The  water-ways  trans¬ 
port  approximately  one-quarter  of  the  total  ton  mileage  of  Germany;  and  in 
1908,  for  Berlin  alone,  which  is  served  by  a  network  of  canals  and  canalized 
rivers,  the  water-ways  transported  42.5%  of  the  total  in-bound  tonnage,  and 
20.3%  of  the  total  out-bound  tonnage.  (1)  The  proportion  of  water-borne 
tonnage  at  low  rates  is,  therefore,  much  higher  in  Prussia  than  in  the  United 
States,  and  the  Prussian  ton  mile  rate  is  based  on  a  much  higher  proportion  of 
high-grade  commodities  moving  under  the  higher  rates. 

In  the  third  place,  there  are  no  express  companies  in  Germany,  and  with 
the  exception  of  the  smaller  packages,  which  may  go  by  parcel  post,  this  class 
of  goods  moves  under  the  high  class-rates  in  freight  cars.  This  has  a  tendency 
to  increase  the  Prussian  ton-mile  rate,  a  factor  which  does  not  affect  our  ton- 
mile  rate,  since  that  grade  of  freight  is  handled  by  the  express  companies. 

In  the  fourth  place,  the  average  distance  per  shipment  is  just  about  half 
that  of  this  country,  consequently  the  element  of  terminal  expense  for  each 
ton-mile  is  greater.  The  terminal  expense,  which  is  a  large  part  of  the  total 
expense  of  moving  traffic,  is  not  affected  by  the  length  of  the  haul.  It  is  just 
the  same  for  a  haul  of  68  miles  (the  average  Prussian  haul)  as  for  138  miles 
(the  average  for  the  United  States),  but  when  spread  over  the  greater  distance, 
its  effect  on  the  average  ton-mile  rate  is  much  less.  The  importance  of  this 
factor  may  be  appreciated  when  it  is  realized  that  each  ton  of  freight  is  handled 
through  a  terminal  twice  in  Prussia  to  once  in  this  country,  since  the  average 
haul  in  this  country  is  twice  that  of  Prussia. 

In  the  fifth  place,  the  Prussian  freight  shipments  are  distinctly  retail  in 
character.  Their  cars  are  loaded  with  small  shipments,  and  the  wholesale  ele¬ 
ment  so  apparent  in  American  freight  transportation  is  missing  in  Prussia. 
The  proportion  of  car-load  shipments  is  much  smaller  there,  and  their  car-load 
minima  are  necessarily  smaller  because  of  the  retail  character  of  the  freight 
and  because  of  the  smaller  cars. 

On  the  other  side  of  the  comparison,  it  should  be  noted  that  the  conditions 
surrounding  the  process  of  shipping  are  more  burdensome  to  the  shipper.  It  is 
difficult  to  collect  claims.  Their  movement  is  slower  than  ours.  There  are 
many  complications  in  regard  to  classifications  and  tariffs,  and  the  demurrage 
regulations  are  severe.  In  time  of  car  shortage(2)  the  free  limit  is  reduced 

(1)  Waterways  vs.  Railways,  H.  G.  Moulton,  pp.  172  and  195. 

(2)  The  car  shortage  becomes  acute  every  fall  and  seriously  affects  the  mining  and  manu¬ 
facturing  districts  of  Westphalia.  In  last  December  the  shortage  was  12,000  cars  in  the  Essen- 
Ruhr  district. 


3  J52 


from  the  normal  period  of  one  day,  to  1 2  hours,  8  hours,  and  even  to  6  hours. 
The  normal  charge  per  day  is  48  cents  for  the  first  day  over  the  free  period,  7  2 
cents  for  the  second  day ,  and  95  cents,  for  every  additional  day.  The  low 
capacity  of  the  cars  is  to  be  borne  in  mind  when  comparing  these  demurrage 
conditions  with  ours.  Besides  this,  there  is  a  slight  charge  for  the  necessary 
printed  forms.  For  instance,  bills  of  lading  cost  $2  per  1,000.  Again,  when 
open  cars  are  used,  and  covering  is  necessary,  a  charge  is  made  for  the  use  of 
the  tarpaulin  sheets  which  protect  the  freight.  For  distances  of  63  to  125  miles, 
the  minimum  charge  for  two  sheets  is  7  2  cents. 

It  is  evident  from  the  recital  of  these  important  differences  that  it  is  im¬ 
practicable  to  find  a  common  denominator  by  which  the  freight  rates  of  the 
two  countries  may  be  measured  with  any  approximation  of  exactness.  No  two 
persons,  equally  qualified  to  express  opinions  on  the  subject  will  agree  upon 
the  weight  to  be  given  to  the  various  factors,  and  any  attempt  here  to  devise 
a  unit  of  comparison  would  only  lead  to  profitless  discussion.  The  writer  will, 
therefore,  leave  the  subject  for  each  to  form  his  own  conclusion  from  an  inter¬ 
pretation  of  the  following  statistics  showing  the  freight  traffic  in  Prussia  in 
1910;  but  will  venture  as  his  opinion  in  passing  that  freight  rates  are  on  the 
whole  somewhat  too  high.  The  large  surplus  which  is  turned  over  to  the  state 
each  year  certainly  is  not  made  from  the  transportation  of  passengers.  It 
must  come  from  freight.  Freight  shippers  by  rail,  therefore,  are  being  indi¬ 
rectly  taxed  for  the  benefit  of  the  state  at  large;  while  shippers  by  water  have 
the  benefit  of  state  subsidies  which  come  from  the  public  at  large: — a  conflict¬ 
ing  situation. 


Division  of  Freight  Traffic  in  Prussia -Hesse,  1910. 


3153 


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3154 


It  is  commonly  believed  by  those  who  advocate  government  ownership 
of  railways  that  the  Prussian  freight  tariff  is  the  essence  of  simplicity,  and  if 
adopted  here,  would  afford  the  solution  to  all  of  our  freight  rate  problems. 
They  are  told  that  the  Prussian  rate  is  divided  into  two  elements:  (1)  the 
terminal  charge,  and  (2)  the  movement  charge;  the  former  graded  for  zones  of 
10  km.  up  to  100  km.  (62.1  miles)  and  the  latter  graded  for  zones  of  50  and 
100  km.  up  to  500  km.  (310  miles).  This  is  correct  so  far  as  it  goes,  but  there 
are  so  many  exceptions  to  the  zone  tariffs  that  most  of  the  seeming  simplicity 
disappears.  It  is  a  common  complaint  among  German  shippers  that  the 
tariffs  and  shipping  regulations  are  so  complicated  that  they  require  experts 
to  unravel  them,  and  in  the  main  they  depend  upon  forwarding  agents  ( spedi - 
teurs )  to  attend  to  all  details  of  shipping  for  them.  As  the  railway  member¬ 
ship  of  this  club  is  made  up  mainly  of  operating  and  mechanical  men,  and  as 
this  paper  is  already  too  long,  the  traffic  side  of  the  Prussian  situation  will  not 
be  developed  further  here.  We  may  note,  however,  that  the  ausnahme  tariffe 
(exceptional  tariffs  which  correspond  to  our  commodity  tariffs)  cover  61%  of 
the  ton  mileage,  and  have  the  lowest  ton  mile  rate  of  0.9c.  Express  freight 
takes  the  highest  ton  mile  rate  of  5.41c,  and  the  average  for  all  classes  of  freight 
is  1.248c  per  ton  mile.  The  average  for  this  country  is  0.76c  per  ton  mile,  or 
61%  of  the  Prussian  average.  We  have  a  few  railroads,  however,  with  a  ton 
mile  rate  which  equals  or  exceeds  that  of  Prussia.  Usually,  where  that  condi¬ 
tion  obtains,  it  will  be  found  that  the  freight  traffic  is  largely  local,  or  contains 
a  relatively  large  amount  of  merchandise  or  other  high-grade  freight  to  which 
high-class  rates  apply,  and  also  that  the  proportion  of  coal,  iron,  grain,  and 
other  bulk  freight  moving  under  low  commodity  rates  is  relatively  small. 
Such  is  the  case  on  the  New  York,  New  Haven  &  Hartford.  This  suggests 
some  sort  of  comparison  between  that  railroad  and  Prussia,  as  the  territory 
served  by  the  New  Haven  road,  and  the  character  of  the  traffic  which  it 
handles,  more  closely  resemble  Prussia  than  any  other  railroad  in  the  United 
States.  An  examination  of  the  comparative  figures  given  in  Appendix  C  will 
show  both  similarities  and  dissimilarities.  The  results  are  interesting,  but  no 
definite  opinions  can  be  formed  from  the  comparisons  without  a  complete  and 
intimate  knowledge  of  the  conditions  in  each  case. 

Conclusion. 

The  writer’s  conclusion  is  that  it  is  futile  to  attempt  any  exact  com¬ 
parison  either  of  freight  rates,  passenger  rates,  expenses,  or  net  returns  in  terms 
of  percentages  or  of  ratios  of  one  country  to  those  of  the  other  country.  When 
social  and  economic  conditions  are  so  essentially  dissimilar,  it  is  impossible  to 
find  a  measuring  stick  which  will  permit  us  to  gauge  the  relative  reasonable¬ 
ness  of  rates  or  the  relative  efficiency  of  operation.  The  real  question  is,  “How 
well  does  the  transportation  system  of  each  country  measure  up  to  the  require¬ 
ments  of  that  country?”  The  answer  must  necessarily  be  based  on  opinion 
rather  than  on  fact.  In  both  countries  we  find  those  who  praise  and  those  who 
criticize  the  railways.  But  considering  the  Prussian  situation  alone,  it  seemed 
to  the  writer,  from  personal  observation  and  study  on  the  ground,  that  state 


3155 


ownership  of  railways  in  Prussia  is  successful  and  that  the  railways  are  oper¬ 
ated  with  reasonable  efficiency. 

If  it  is  granted  that  Prussia  has  met  with  substantial  success  in  owning 
and  operating  its  railways,  it  does  not  at  all  follow  that  government  ownership 
in  this  country  would  be  equally  successful.  That  subject  justifies  a  complete 
paper  in  itself,  and  we  can  do  no  more  than  touch  upon  it  here  in  closing* 
Suffice  it  to  say  that  nowhere  are  conditions  more  ideal  for  government  owner¬ 
ship  than  in  Prussia.  It  has  a  strongly  centralized  government.  The  adminis¬ 
trative  head  of  the  railways — the  Minister  of  Public  Works — is  appointed  by 
and  responsible  to  the  King  personally.  Changes  in  that  office,  or  in  fact  in 
any  of  the  high  offices,  are  infrequent.  Civil  service  principles  apply  in  the 
promotion  of  officials  as  well  as  of  workmen.  Military  discipline  obtains 
throughout  the  entire  army  of  employees.  It  permeates  the  whole  social 
organization  of  the  country.  The  administration  appears  to  be  entirely  free 
from  graft.  Little  is  heard  of  political  patronage.  In  fact,  government  service 
there  is  regarded  as  highly  honorable  service. 

Can  we  say  as  much  for  this  country?  Is  our  public  service  elevated  to 
such  a  plane  that  we  can  safely  trust  it  with  the  great  enlargement  of  power 
which  would  come  with  government  ownership  of  railways?  Are  we  suffici¬ 
ently  insured  against  “pork  barrel”  methods  of  making  and  disbursing  the 
budget?  Are  we  sure  that  the  quality  and  efficiency  of  service  would  not  be 
lowered  rather  than  improved? 

He  who  would  answer  these  questions  in  the  affirmative  is  indeed  an 
optimist! 


3156 


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Average  per  directorate .  1116  649  460 


Accidents  in  Prussia-Hesse,  1910. 


3157 


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3158 


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3159 


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Statistics  of  the  Railways  of  Prussia-Hesse,  N.  Y.,  N.  H.  &  H.  R.  R.  and  United  States,  1910 


3160 


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^Special  train  miles  included  in  passenger;  mixed  train  miles  in  freight. 
fBulletins  of  the  American  Railway  Association. 


3162 


The  PRESIDENT — We  will  call  upon  Mr.  G.  A.  Harwood,  Chief  En¬ 
gineer,  Electrical  Department,  N.  Y.  C.  &  H.  R.  R.  R.  to  open  the  discussion. 

Mr.  HARWOOD — Mr.  Cunningham’s  paper  on  the  German  Railways 
indicates  a  most  exhaustive  study  of  the  subject  and  offers  many  interesting 
items  of  comparison  with  the  American  Railways.  It  was  of  particular  in¬ 
terest  to  me,  as  I  returned  from  Europe  only  a  few  days  ago ;  and  while  there 
I  rode  on  some  of  these  railways.  As  my  opportunities  for  observation  were 
only  those  of  the  average  passenger,  I  found  many  of  my  mental  inquiries 
answered  by  this  paper.  The  American  is  apt  to  view  foreign  methods  from 
the  standpoint  of  the  conditions  with  which  he  is  familiar,  whereas,  in  fair¬ 
ness,  it  should  be  appreciated  that  these  methods  have  been  developed  to 
meet  an  entirely  different  set  of  conditions,  particularly  with  respect  to  length 
of  haul  and  class  of  traffic. 

The  German  railways  are  of  much  higher  grade  than  many  of  the  other 
Continental  lines,  and  more  equitable  results  might  be  obtained  by  comparison 
with  some  of  the  high  grade  railroads  of  America  than  with  all  of  the  lines. 
A  superficial  experience  with  European  railways  would  lead  one  to  think 
that  their  aggregate  results  are  not  as  good  as  the  aggregate  of  American 
railroads. 

Mr.  Cunningham  states  that  from  the  views  of  economists  of  high  stand¬ 
ing  in  Germany,  with  whom  he  has  discussed  the  matter,  he  concludes  that 
the  controlling  reason  for  state  ownership  is  an  economic  one.  I  found,  from 
discussion  with  several  Germans,  that  there  was  a  very  strong  opinion  at 
least  that,  whether  state  ownership  was  economically  desirable  or  not,  it  was 
quite  essential  from  a  military  standpoint  that  the  railroads  should  be  state 
owned. 

While,  of  course,  the  primary  purpose  of  the  German  railways,  as  of  most 
other  railroads,  is  the  handling  of  commercial  transportation,  the  most  im¬ 
portant  secondary  purpose,  and  one  which  at  any  moment  in  Europe  may 
become  the  primary  one,  is  the  transportation  of  armies  and  war  supplies. 
In  order  that  this  traffic  can  be  handled  with  the  greatest  efficiency  and  to 
the  exclusion  of  all  other  traffic,  it  is  most  essential  that  there  should  be  con¬ 
trol  by  the  military  authorities.  It  is  apparent  that  this  is  at  least  one  of  the 
controlling  reasons  for  state  ownership  and  one  which  is  largely  lost  sight  of 
by  the  champions  of  that  theory  in  the  United  States,  who  reason  that  be¬ 
cause  of  a  large  proportion  of  the  European  railways  being  state  owned,  such 
a  condition  is  desirable  for  this  country. 

It  is  apparent  both  from  Mr.  Cunningham’s  description  and  from  ob¬ 
servation  of  the  conditions  that  the  German  organization  lacks  the  flexibility 
which  is  required  by  American  conditions.  It  is  also  quite  probable  that  this 
lack  is  not  so  apparent  in  a  country  in  which  the  military  spirit  is  so  strongly 
developed.  As  the  paper  states,  the  personal  element  of  the  official  seems  to 
have  little  bearing  on  the  operation  of  the  office.  I  have  been  told  by  German 
engineers  visiting  this  country  that  the  organization  of  their  companies  makes 


3163 


the  adoption  of  improved  devices  slow.  The  impersonal  organization,  coupled 
with  state  ownership,  probably  promotes  what  we  Americans  would  consider 
rather  arbitrary  treatment  of  the  railroad  companies’  patrons.  In  considering 
this  feature,  however,  it  should  be  borne  in  mind  that  a  very  large  proportion 
of  the  passenger  traffic  is  made  up  of  people  who  are  not  in  the  habit  of  ex¬ 
ercising  much  original  thought.  For  that  reason,  arbitrary  rules  are  (apparently) 
tolerated  much  better  than  they  would  be  in  this  country.  The  lack  of  flexi¬ 
bility  seems  to  prevent  discrimination  in  this  respect  as  between  the  different 
classes  of  passenger  traffic. 

One  of  the  strongest  impressions  which  one  gains  is  the  great  effort  made 
to  prevent  accidents.  In  my  thoughts  on  this  subject  I  had  attributed  a 
large  part  of  the  possibility  for  avoiding  accident  to  the  lack  of  stress  on  the 
employes  of  various  grades,  due  to  a  slower  handling  of  the  business,  as,  from 
my  rather  limited  observation,  it  seemed  that  the  average  speed  of  trains  was 
less  than  in  America.  I  was  quite  surprised  to  find  from  Mr.  Cunningham’s 
statistical  information  that  this  was  not  the  fact.  It  is,  however,  a  fact  that 
at  all  terminal  points,  or  important  way  stations,  passengers  are  handled 
at  a  very  slow  rate  of  speed,  requiring  one  to  go  to  the  station  a  considerable 
time  before  the  departure  of  the  train.  It  would  be  considered  a  good  deal 
of  a  hardship  by  the  average  American  traveller  to  be  required  to  get  to  his 
station  30  minutes  before  the  train  leaves,  even  if  he  knew  that  at  least  a  part 
of  this  time  was  required  to  Contribute  to  his  safety.  Considerable  expense 
and  care  have  been  exercised  in  all  places  to  prevent  the  passenger  from  will¬ 
fully  or  carelessly  getting  onto  the  tracks  or  in  other  dangerous  positions. 
This  feature  could  be  adopted  to  a  greater  extent  in  America,  though  I  be¬ 
lieve  there  is  now  a  strong  tendency  in  this  direction.  As  Mr.  Cunningham 
states,  not  only  are  German  railways  assisted  by  laws  controlling  trespassing, 
but  the  most  efficient  protection  is  provided  all  along  the  right-of-way  to  pre¬ 
vent  trespass.  This  feature  is  also  one  of  the  most  important  ones  for  con¬ 
sideration  in  America.  It  is  encouraging,  however,  to  feel  that  with  the  policy 
adopted  in  New  York  State  for  the  treatment  of  the  tramp  and  the  method 
adopted  by  many  of  the  important  railways  for  a  more  efficient  fencing  of 
the  right-of-way,  we  will  soon  begin  to  feel  some  improvement  in  this  direction. 
The  military  training  of  the  German,  undoubtedly,  has  a  great  deal  to  do 
with  the  prevention  of  carelessness,  and  until  some  greater  recognition  is 
given  by  the  Governmental  bodies  of  the  United  States  to  the  responsibility 
of  the  subordinate  employe,  as  well  as  of  the  official,  it  will  be  difficult  to 
obtain  as  efficient  discipline  as  exists  throughout  Europe. 

I  judge  that  since  Mr.  Cunningham’s  information  was  collected  the 
controversy  over  the  use  of  metal  and  wood  ties  has  been  settled  in  favor  of 
the  metal  tie,  as  I  saw  new  ties  going  in  throughout  the  country  and  practi¬ 
cally  all  of  them  were  metal,  with  some  few  concrete  ties.  This,  however, 
is  not  confined  to  Germany,  as  in  Italy,  France  and  Switzerland  practically 
all  of  the  renewals  seemed  to  be  with  metal  or  concrete  ties.  Some  of  the 
designs  used  were  apparently  only  permissible  with  light  equipment,  but 
many  of  them  looked  to  be  entirely  satisfactory  for  heavy  equipment.  It  is 


3164 


fortunate  for  American  engineers  that  there  is  a  tendency  on  the  part  of  the 
European  roads  to  increase  the  weight  of  equipment,  as  undoubtedly  by  the 
time  economic  reasons  force  American  railroads  to  a  permanent  form  of  tie, 
many  satisfactory  ones  will  have  been  developed  without  the  necessity  for 
large  expense  in  experimentation  in  this  country. 

One  of  the  most  noticeable  features  in  the  arrangement  of  the  stations  is 
the  care  exercised  to  insure  the  railroad  company  getting  a  ticket  from  each 
passenger.  This  is  one  of  the  features  that  requires  additional  time  before  the 
departure  of  the  train,  and  also  at  the  arriving  station,  which  would  probably 
be  considered  a  hardship  by  the  American  passenger,  particularly  the  com¬ 
muter.  It  is  refreshing,  though,  to  find  an  arrangement  by  which  it  is  practi¬ 
cally  impossible  to  beat  the  railroad  company  out  of  its  fare,  as  if  by  any 
means  it.  were  possible  for  a  passenger  to  get  onto  the  train  and  avoid  the  con¬ 
ductor,  he  would  still  be  unable  to  get  out  of  the  station  at  his  destination 
without  giving  up  a  ticket.  Good  protection  against  weather  is  provided  at 
all  of  the  stations,  many  of  the  older  way  stations  having  tracks  and  platforms 
covered  with  through  train  sheds,  and  in  the  newer  terminal  ones  a  canopy 
either  of  the  Bush  type  or  one  very  similar  is  quite  generally  used.  I  was 
interested  to  see  the  manner  in  which  the  passengers  are  protected  on  elevated 
island  platforms,  of  which  there  are  a  great  many  in  Germany,  as  that  is  one 
of  the  very  prolific  causes  for  complaint  in  the  United  States  where  tracks 
are  elevated  at  through  stations.  I  found  that  wherever  it  was  not  possible 
to  have  side  protection  on  the  platform,  that  the  seats,  which  were  placed 
with  the  backs  on  a  line  with  the  canopy  posts,  had  protecting  back  and  end 
pieces  carried  up  to  a  height  of  six  or  seven  feet  above  the  platform  and  pro¬ 
jecting  beyond  the  seat,  so  that  except  for  the  exposure  to  temperature  the 
passenger  was  quite  effectually  protected  from  the  weather. 

A  few  years  ago  there  seemed  to  be  a  strong  tendency  at  terminal  stations 
in  Europe  to  install  hydraulic  or  other  mechanical  bumpers  at  the  ends  of 
tracks.  The  practice  seems  to  have  changed  entirely  in  this  respect,  and  at 
all  the  terminal  stations  I  found  the  engineers  were  covering  about  thirty  or 
forty  feet  at  the  end  of  each  track  with  a  layer  of  sand,  six  or  eight  inches 
in  depth,  the  extreme  end  of  the  track  being  further  protected  by  a  rather 
light,  rail  bumper.  This  is  apparently  the  modern  practice,  as  even  in  the 
station  at  Leipsic,  which  is  not  yet  entirely  complete,  such  an  arrangement 
was  used.  The  matter  of  bumper  has  always  been  a  troublesome  one  for  the 
American  railroad  man,  and  it  may  be  that  we  will  eventually  come  to  the 
German  practice,  at  the  expense  of  some  track  space  and  a  not  very  neat 
appearance. 

In  the  midst  of  the  present  American  frenzy  for  the  automatic  train 
stop,  which  we  all  know  imposes  most  undesirable  limitations,  it  is  worth 
considering  if  the  automatic  speed  recording  device,  coupled  with  a  device 
for  recording  the  position  of  the  signal,  is  not  a  solution  of  our  trouble,  per¬ 
mitting  as  it  does,  some  advancement  at  least  in  the  improvement  of  dis¬ 
cipline. 


3i65 


A  great  deal  has  been  said  on  the  relative  merits  of  the  American  car  and 
the  modern  European  compartment  car  with  the  side  aisle.  From  my  own 
experience,  I  must  say  that  with  the  European’s  disposition  to  continually 
examine  the  contents  of  his  baggage,  move  about  in  the  car,  eat  lunches  and 
stand  in  the  narrow  aisle  looking  out  of  the  windows,  the  European  car  is 
most  unpleasant  for  an  American.  The  considerable  discrepancy  in  car 
density,  as  shown  by  Mr.  Cunningham’s  figures,  which  indicate  somewhat 
more  economical  operation  in  the  United  States,  is  probably  due,  partially, 
to  the  smaller  capacity  of  the  German  cars  and  to  the  lack  of  economy  which 
comes  from  the  different  classifications  of  passenger  traffic. 

I  have  nothing  but  praise  for  the  dining  car  methods,  and  I  believe  that 
a  good  deal  of  the  discomfort  and  criticism  of  American  dining  car  service 
might  be  averted  by  the  system  of  reserving  spaces  at  specified  hours  and 
serving  a  table  d’hote  meal.  The  criticism  which  Mr.  Cunningham  makes 
of  the  service  could  very  easily  be  corrected. 

My  observation  of  the  sleeping  cars  was  that  they  were  quite  as  un¬ 
satisfactory  as  the  dining  cars  were  satisfactory.  I  did  not  find  that  any 
materially  greater  privacy  was  obtained,  unless  one  were  prepared  to  buy 
two  first-class  tickets  and  pay  for  the  two  berths  in  the  compartment,  and  in 
view  of  the  fact  that  the  first-class  fare  is  excessive  and  the  sleeping  car  rate 
about  twice  what  it  is  in  the  United  States,  this  is  somewhat  more  expensive 
than  the  average  traveller  can  afford.  It  seems  to  be  necessary  for  a  traveller 
occupying  one  of  these  cars  to  either  go  to  bed  immediately  after  sun-down 
or  stand  up  in  the  aisle.  I  believe  no  stranger  who  has  ever  ridden  in  one  of 
those  sleeping  cars  does  so  a  second  time,  if  he  can  afford  the  time  to  stay  at 
a  hotel  over  night.  The  use  of  the  cars  amongst  the  natives  is  very  small,  as 
in  most  cases  the  night  travellers  seem  to  prefer  to  sleep  in  their  seats. 

Except  on  the  trains  de  luxe  (which  usually  do  not  run  on  the  day  you 
wish  to  travel),  there  seems  to  be  a  great  scarcity  of  through  cars.  This 
feature  requires  for  a  journey  of  any  length  considerable  changing  of  cars, 
which  is  an  annoyance  to  the  American,  who  is  accustomed  to  being  able  to 
get  into  a  car  which  will  go  from  starting  point  to  his  destination.  I  believe, 
however,  that  this  practice  is  an  entirely  satisfactory  one  for  most  of  the 
European  countries,  where  the  average  length  of  journey  is  comparatively 
short. 

The  method  of  handling  baggage  is  one  which  would  probably  seem  most 
strange  to  the  American  traveller.  The  amount  of  baggage  checked  is  so  com¬ 
paratively  small  per  person,  that  the  procedure  has  not  been  perfected  to  a 
comparable  degree  with  American  practice.  The  checking  of  baggage  is  not 
only  expensive,  but  slow  and  annoying,  and  the  result  is,  of  course,  to  force 
passengers  to  use  a  considerable  amount  of  hand  baggage.  I  frequently 
wondered  if,  in  spite  of  the  apparent  revenue  from  this  source,  it  would  not 
be  more  economical  for  the  railroads  to  follow  the  American  practice  and 


3166 


avoid  the  excessive  cluttering  up  of  passenger  compartments  and  the  con¬ 
siderable  provisions  for  porter  service,  with  its  attendant  congestion  of  plat¬ 
forms  and  station  passageways. 

I  was  impressed  with  the  advantage  of  the  platform  ticket,  where  en¬ 
trance  to  the  train  is  so  carefully  supervised  and  where  it  is  necessary  to  be 
beyond  the  gate  line  so  much  before  the  time  of  departure,  as  otherwise  one 
would  lose  a  considerable  part  of  the  society  of  his  friends.  This  seems  to 
yield  some  revenue,  and  I  am  inclined  to  think  in  particular  locations,  such 
as  our  big  terminal  stations,  there  might  be  an  advantage  in  adopting  this 
practice,  as  it  would  have  a  tendency  to  reduce  the  congestion  in  the  vicinity 
of  the  gates. 

In  concluding  my  rather  disconnected  impressions  of  a  most  superficial 
examination,  I  feel  very  much  as  Mr.  Cunningham  has  expressed  himself — 
that  the  administration  of  the  German  railways  generally  meets  the  conditions 
of  the  country,  just  as  that  of  the  American  railways  meets  our  conditions, 
and  that  until  much  more  uniform  and  stable  governmental  policies  have 
developed  in  the  United  States,  that  state  ownership  is  not  suitable  for  our 
conditions.  There  are  some  details  of  European  practice  which  we  might 
adopt,  and  some  of  these  I  have  mentioned,  but,  generally,  no  American 
railroad  man  need  feel  ashamed  of  the  manner  in  which  he  is  handling  his 
problems  by  comparison  with  European  practice. 

The  PRESIDENT — Gentlemen,  this  Club  seems  always  fortunate  in 
having  some  one  gentleman  who  can  speak  directly  from  the  text,  one  to  the 
manor  born,  who  can  take  adverse  criticisms — if  there  be  such — and  reverse 
them.  We  have  as  an  honored  guest  this  evening  such  a  gentleman,  and  it 
affords  the  speaker  pleasure  to  present  to  you  Baron  Von  Eltz,  Mechanical 
Engineer  of  the  German  State  Railways  and  technical  attache  of  the  German 
Consulate  General,  of  New  York  City. 

BARON  VON  ELTZ — I  highly  appreciate  the  opportunity  given  to  me 
to  address  a  few  remarks  to  you  in  connection  with  Mr.  Cunningham’s  paper 
on  the  Administration  of  the  State  Railways  of  Prussia-Hesse,  with  which  I 
am  connected.  There  is,  however,  little  left  to  say,  because  this  paper  in  its 
condensed  form  sets  forth  excellently  all  the  important  characteristics  and 
data  of  our  railway  organization  and  operation.  It  gives  a  clearer  and  more 
complete  idea  on  the  subject  than  could  be  obtained  if  one  were  to  try  to  run 
over  our  voluminous  codes  of  rules  and  regulations.  As  Mr.  Cunningham 
stated,  these  codes  contain  several  thousand  pages.  They  explain  at  great 
length  the  structure  of  the  organization,  and  they  prescribe  exactly  the  busi¬ 
ness  and  the  duties  of  all  the  different  positions  held  by  the  higher  and  the 
lower  officials,  as  well  as  by  the  employees.  Indeed,  we  seem  to  be  very  fond 
of  rules,  and  I  am  not  at  all  surprised  that  such  an  enormous  number  of  regula¬ 
tions  appeals  to  you  as  strange.  But  that  method  of  running  a  business  by 
rules  and  regulations  has  its  reasons. 


3 167 


Our  country  with  its  very  old  culture  has  had  time  enough  to  work  out 
economical  systems  and  schedules  based  upon  its  evolutions  and  its  experiences. 
State  railways  are  built  up  with  the  money  of  the  people,  and  the  people 
therefore  have  a  right  to  demand  that  their  property  be  submitted  to  as  few 
chances  and  risks  as  possible.  The  State  Railways,  therefore,  endeavoring 
to  meet  the  interests  of  the  people  in  the  best  way,  have  adopted  an  organiza¬ 
tion,  the  success  of  which  is  based  upon  a  steady  and  reliable  system  rather 
than  on  the  ability  and  the  energy  of  the  single  man.  A  systematic  organiza¬ 
tion  built  up  on  rules  and  regulations,  and  combined  with  a  severe  discipline 
and  a  careful  training  of  officials  and  employees,  forms  the  principal  char¬ 
acteristic  of  the  Prussian  railway  administration.  The  result  of  such  an 
organization  is  the  absolute  impersonality  of  the  administration  mentioned 
in  Mr.  Cunningham’s  paper. 

No  doubt  impersonality  has  some  disadvantages.  In  my  country  a  man 
of  superior  ability  will  find  it  somewhat  more  difficult  to  carry  through  his 
ideas  than  in  America,  the  country  where  a  strong  personality  has  a  pre¬ 
dominant  influence,  and  where  almost  every  enterprise  bears  the  stamp  of  a 
single  man.  On  the  other  side,  a  man  of  mediocre  ability  who  lacks  initiative, 
can  protect  himself  to  a  certain  degree  against  mistakes  which  may  harm  the 
interests  of  the  whole,  if  he  keeps  close  to  his  rules  and  regulations.  I  believe 
that  an  enterprise  which,  like  the  Prussian  State  Railways,  employs  about 
500,000  men,  and  is  keeping  in  its  service  practically  for  life,  all  men  employed 
in  regular  capacities  can,  to  a  certain  degree,  rely  upon  men  of  average  ability 
and  at  the  same  time  maintain  a  reasonable  efficiency. 

In  the  case  of  government  ownership  of  railways  there  are  some  problems  ^ 
which  seem  to  me  simpler  than  in  the  case  of  private  ownership.  Our  state 
railways  are  subject  to  the  supervision  of  the  parliament.  The  parliament, 
however,  notwithstanding  how  many  and  of  what  kind  of  factions  it  may 
consist,  is  highly  interested  in  the  prosperity  of  the  railways,  because  the 
railways  are  really  the  “milk  cow”  which  furnishes  a  considerable  amount 
of  all  funds  needed  for  state  purposes.  Amendments,  therefore,  which  tend 
to  maintain  or  to  increase  the  earning  power  of  the  railways,  meet  almost 
always  with  the  approval  of  the  parliament.  In  the  case  of  private  owner¬ 
ship,  there  seem  to  be  sometimes  differences  of  opinion  between  the  railroads 
and  the  government  as  to  what  rates  the  railroads  should  be  allowed  to  charge 
to  the  public  for  their  services. 

Mr.  Cunningham  has  stated  that  it  is  impracticable  to  find  a  common 
denominator  by  which  the  rates  of  the  United  States  and  of  Germany  may 
be  measured  because  there  are  too  many  important  differences  in  both  coun¬ 
tries.  According  to  Mr.  Cunningham’s  opinion,  however,  our  freight  rates 
are  on  the  whole,  somewhat  too  high.  I  want  to  call  your  attention  to  but 
two  of  the  numerous  things  which  are  different  in  both  countries  and  which 
seem  to  change  the  basis  on  which  rates  are  to  be  computed.  First,  the  capital¬ 
ization  per  mile  of  line  for  which  interest  must  be  raised  amounts  in  Germany 
to  about  $112,000  as  against  about  $64,000  in  the  United  States.  Our  rail- 


3i68 


roads  have  been  built  in  days  when  real  estate  prices  were  not  low,  owing  to 
a  well  populated  country  with  a  great  number  of  cities.  Second,  the  Prussian 
State  Railways  spend  millions  of  marks  every  year  for  their  employees  in 
funds  for  pensions  and  insurances  against  disability  through  accidents,  sick¬ 
ness  and  old  age.  Furthermore,  I  want  to  mention  two  points  which  increase 
the  operating  expenses  of  our  freight  traffic.  First,  our  freight  trains  are  run 
regularly  and  on  strict  time  tables,  just  like  passenger  trains,  no  matter 
whether  the  trains  consist  of  15  or  50  or  75  cars,  in  order  to  insure  delivery  as 
prompt  as  possible,  second,  our  shippers  can  insure  themselves  at  a  very  moder¬ 
ate  extra  charge  against  delays  in  the  delivery  of  their  shipments,  the  railways 
being  fined  in  case  a  delay  occurs.  Notwithstanding  these  facts,  Mr.  Cun¬ 
ningham  may  be  right  when  he  thinks  that  our  freight  rates  are  somewhat 
too  high.  I  would,  however,  prefer  to  turn  the  question  the  other  way  by 
saying  that  your  freight  rates  seem  to  me  somewhat  too  low. 

The  statistics  of  railways  in  the  United  States  show  that  the  percentage 
of  American  railway  stocks  upon  which  dividend  has  been  paid,  is  steadily 
increasing;  furthermore,  that  the  average  rate  of  interest  paid  on  the  dividend 
paying  stocks  has  been  higher  each  year  since  1903  than  in  any  previous  year. 
That  is  certainly  a  pleasing  statement.  But  it  does  not  eliminate  the  fact 
that  there  exists  still  a  very  considerable  number  of  stocks  which  at  present 
do  not  pay,  and  probably  will  not  pay  any  dividend  for  quite  a  number  of 
years.  An  investigation  as  to  the  proportions  of  non-dividend  paying  stock 
which  is  “water,”  would  certainly  be  interesting  and  would  probably  to  some 
degree  explain  that  fact;  but  it  would  hardly  influence  the  conclusions  which 
must  be  drawn  from  it. 

No  doubt  your  railroads  on  the  average  are  managed  very  capably,  and 
that  is  shown  to  some  extent  by  the  operating  ratio,  which  was  as  low  as 
66.29%  in  1910.  A  still  further  improved  scientific  management  may  perhaps 
slightly  increase  the  net  income,  but  would,  in  my  opinion,  be  far  from  enabling 
all  of  the  non-dividend  paying  railroads  to  pay  a  fair  return  to  their  stock¬ 
holders. 

The  development  of  this  country  is  principally  due  to  the  courageous 
pioneer  work  of  the  railways.  But  there  is  still  an  enormous  amount  of  work 
left  which  is  to  be  performed  along  these  lines.  If  the  railroads  are  to  do  their 
share  of  the  task  they  must  raise  money — enormous  sums  of  money;  but 
capital  will  not  supply  these  sums  until  it  is  satisfied  with  the  security  and 
with  the  prospect  for  adequate  returns.  Quite  a  number  of  roads  have  to 
pay  from  6  to  7  %  for  new  capital,  which  shows  how  little  attractive  in  many 
cases  the  railroad  business  is  for  the  investment  of  money.  Among  American 
railroad  men  there  is  a  strong  and  almost  unanimous  opinion  that  these  some¬ 
what  serious  facts  are  essentially  due  to  your  freight  rates  being  too  low  and 
not  representing  a  fair  return  for  the  performance  of  the  railroads.  I  am  not 
a  rate  specialist  and  I  do  not  feel  entitled  to  discuss  that  question.  In  my 
opinion  it  can  be  discussed  successfully  only  by  insiders  who  have  familiarized 
themselves  with  all  the  particular  conditions  surrounding  the  rate  question. 


3169 


I  believe,  however,  that  a  comparison  between  the  American  and  German 
rates  tends  indeed  to  strengthen  the  impression  that  American  freight  rates 
are  low  if  not  too  low. 

The  Prussian  State  Railways  provide  for  the  position  of  a  technical 
attache  in  the  United  States.  I  was  much  pleased  and  appreciated  it  highly 
when  I  was  appointed  to  that  position  about  two  years  ago.  I  have  to  report 
on  the  progress  made  in  this  country  in  technical  matters,  especially  those 
relating  to  railroads.  As  a  rule  it  is  not  difficult  to  obtain  information  rela¬ 
tive  to  technical  development.  I  take  pleasure  in  stating  that  I  have  always 
been  supported  very  effectively  and  generously  by  the  courtesy  and  the  kind¬ 
ness  extended  to  me  by  everybody,  and  especially  by  the  railroad  companies. 
The  more  difficult  and  more  delicate  part  of  my  work  is  to  find  out  whether 
an  invention  or  an  innovation  which  has  met  with  success  in  your  country, 
would  do  the  same  at  home.  Generally  one  will  be  able  to  decide  that  question 
if  one  succeeds  in  finding  out  on  what  particular  conditions  such  success  is 
based.  If  these  conditions  are  different  in  both  countries  one  should  be  care¬ 
ful  in  drawing  conclusions  and  making  suggestions. 

We  know,  for  instance,  your  freight  cars,  not  only  their  capacity  but 
their  details,  but  we  have  to  continue  to  build  small  cars  of  15  or  20  tons 
capacity,  because,  as  Mr.  Cunningham  explains  it  very  clearly,  these  cars 
are  better  fitted  to  meet  the  requirements  of  our  freight  traffic,  which  bears  a 
distinctively  retail  character  and  moves  in  small  units  over  short  distances. 
Such  enormous  masses  of  freight,  as  you  handle  in  your  freight  trains,  are  not 
known  in  my  country,  the  area  of  which  is  only  1/19  of  the  area  of  the  United 
States. 

Notwithstanding  the  fact  that  the  economy  of  your  locomotives  has  been 
improved  during  the  last  years,  scientific  tests,  which  have  been  made  here 
and  in  Germany,  show  that  our  locomotives  are  still  superior  in  that  respect. 
That  fact  is  certainly  not  unknown  to  your  locomotive  specialists  and  experts, 
but  they  have  to  consider  the  special  conditions  in  this  country.  We  have  to 
pay  about  $4  for  one  ton  of  locomotive  coal,  and  the  coal  expenses  for  the  fiscal 
year  1913  will  amount  to  about  $35,000,000.  We  therefore  endeavor  and  have 
to  endeavor  by  all  means  to  cut  down  these  expenses,  and  we  reach  that  end 
by  building  locomotives  which  are  developed  to  a  high  degree  of  mechanical 
perfection  in  every  detail.  These  locomotives,  however,  are  very  expensive, 
as  shown  by  the  fact  that  a  10- wheeler,  or  an  Atlantic  express  locomotive,  the 
weight  of  which  amounts  to  85  or  90  tons,  costs  about  $25,000,  not  including 
the  tank.  Taking  in  consideration  the  considerably  lower  purchasing  power 
of  money  in  this  country,  one  would  probably  learn  that  locomotives  designed 
on  German  principles  and  built  in  America  would  be  so  expensive  that  the 
saving  of  fuel  would  by  no  means  justify  or  offset  the  higher  price,  at  least  not 
on  the  eastern  roads,  which  buy  their  coal  at  very  moderate  prices. 

There  is  one  thing  which  we  would  be  very  glad  to  accept  rather  to-day 
than  to-morrow  if  we  could.  That  is  your  central  coupler.  The  Prussian 
State  Railways  are  willing  to  spend  any  amount  of  money  in  order  to  abolish 


3170 


our  old  fashioned  coupler.  But  our  cars,  both  passenger  and  freight,  are 
running  over  lines  not  only  of  other  German  roads,  but  of  foreign  countries. 
The  coupler  question,  therefore,  is  no  more  a  private  affair  of  the  Prussian 
Railways  and  cannot  be  solved  unless  joint  action  is  taken.  In  spite  of  all 
efforts,  such  action  so  far  has  not  been  reached  owing  to  different  reasons, 
especially  the  financial  condition  of  some  of  our  neighboring  roads. 

Some  time  ago  I  had  the  pleasure  of  calling  on  one  of  your  most  dis¬ 
tinguished  railroad  presidents,  and  talking  over  with  him  a  variety  of  railroad 
matters  here  and  abroad.-  That  gentleman  had  travelled  frequently  in  Europe 
and  had  made  a  special  study  of  European  as  well  as  of  German  railways. 
He  told  me  that  many  things  struck  him  strangely  and  almost  absurdly  at 
first  sight.  He  did  not  stop  at  the  surface,  however,  but  went  right  into  the 
matter  and  brought  out  very  soon  by  careful  investigations  that  there  were 
good  reasons  for  such  peculiarities,  and  that  they  were  not  to  be  considered  as 
the  result  of  a  lack  of  knowledge  of  how  things  could  be  handled  in  a  seemingly 
more  suitable  manner.  There  are,  of  course,  quite  a  number  of  conditions 
and  bases  similar  or  equal  in  both  countries,  and  I  am  much  pleased  to  say 
that  I  have  found  a  considerable  number  of  things  in  this  country,  and  es¬ 
pecially  on  your  railroads,  which  are  worthy  of  earnest  consideration  without 
regard  to  whether  we  could  adopt  them  successfully. 

The  PRESIDENT — The  next  speaker  requires  no  introduction  on  my 
part.  He  is  one  of  us — as  well,  or  better  known  than  the  speaker.  We  have 
the  pleasure  of  presenting  Mr.  A.  M.  Waitt.  (Applause.) 

Mr.  WAITT — Mr.  President  and  fellow  members  of  the  New  York 
Railroad  Club :  I  was  not  sure  until  last  night  that  I  would  be  able  to  be  here 
this  evening.  So  my  preparation  for  a  short  discussion  of  Prof.  Cunningham's 
paper  was  made  with  a  great  deal  of  haste,  and  if  you  will  bear  with  me  I  will 
just  read  from  my  notes,  possibly  making  a  few  comments  that  have  suggested 
themselves  to  me  during  the  reading  of  the  paper. 

I  have  read  with  unusual  interest  the  paper  of  Prof.  Cunningham  on  the 
Administration  of  the  State  Railways  of  Prussia- Hesse,  and  cannot  but  highly 
appreciate  the  very,  careful  and  complete  analysis  of  the  management  of  these 
German  Railways  that  he  has  presented  to  us. 

During  the  past  10  years  I  have  had  the  opportunity  almost  yearly  to 
come  into  practical  touch  with  the  German  Railway  system.  I  have  been, 
during  that  time,  free  from  any  direct  alliance  with  any  of  our  American  rail¬ 
ways,  and  after  having  spent  25  years  of  the  most  active  part  of  my  life  in 
the  service  of  railways  in  the  United  States  as  a  minor  employe  and  an  officer, 

I  have  naturally  made  comparisons  of  the  past  with  the  present  on  our  own 
wonderful  railway  lines  in  America,  and  also  with  the  results  obtained  abroad 
with  the  quite  differently  organized  railway  systems,  some  under  private  and 
some  under  State  ownership. 

Much  can  be  said  pro  and  con.  What  I  have  to  say  in  the  way  of  com¬ 
ments  suggested  by  Prof.  Cunningham’s  paper  is  in  some  cases  applicable  to 
all  our  American  railways,  and  in  others  to  only  a  portion  of  them. 


3  J7i 


In  my  opinion,  in  the  United  States  we  have  much  to  learn  from  our 
European  brothers  in  the  railway  field,  and  especially  from  those  in  Germany, 

The  general  policy  of  organization,  as  outlined  by  the  paper  of  the  evening, 
seems  to  have  many  features  worthy  of  being  copied  in  this  country  to  a  much 
greater  extent  than  at  present. 

In  our  national  government  the  wise  policy  has  been  adopted  not  to 
interfere  with  State  Rights  where  such  Rights  do  not  conflict  with  similar 
Rights  in  other  States.  Matters  affecting  inter-state  relations  are  made 
uniform  and  standard  for  all,  but  the  entire  conducting  of  the  administration 
in  each  State,  together  with  the  making  of  the  local  laws  is  left  for  the  in¬ 
dividual  State  governments  and  their  officials.  The  administrative  policy 
of  the  German  railways  seems  to  be  based  upon  similar  principles  to  those 
just  outlined,  and  it  is  my  belief  that  an  extension  of  this  policy  would  work 
a  great  reform  and  improvement  in  the  efficiency,  harmony  and  progressive 
development  on  many  of  the  railway  systems  in  this  country. 

On  most  large  railways  in  the  United  States  they  are  under-officered, 
and  their  detail  workings  are  sadly  under-supervised.  Too  much  detail  is 
imposed  on  the  heads  of  departments,  and  they  are  left  with  insufficient  time 
for  getting  into  close  touch  with  the  territories  they  manage.  An  insufficient 
force  is  provided  to  collect  and  collate  data  and  to  make  comparisons  and 
analyses  of  the  results  of  the  management.  Complaints,  accidents,  and  special 
inquiries  from  railroad  and  government  officials  require  unusual  efforts  and 
expenditure  of  time  to  the  detriment  of  other  necessary  and  important  routine 
work,  in  order  to  prepare  the  proper  reports  and  answers  to  the  special  in” 
quiries.  There  is  a  tendency  also  for  higher  supervising  and  administrative 
officers  to  interfere  in  matters  for  which  they  are  not  technically  trained,  and 
unhappily  too  frequently  for  reasons  which  are  not  always  for  the  best  in¬ 
terests  of  the  railroad  company  or  the  public.  In  recent  years  heads  of  de¬ 
partments  are  too  frequently  made  to  be  mere  puppets,  trained  to  jump  when 
the  strings  are  pulled,  and  they  are  not  given  that  sense  of  personal  responsi¬ 
bility  and  authority  which  develops  strong  and  reliable  men.  This  unfortunate 
condition  is  passed  down  the  line  and  results  in  a  weak  organization,  with 
consequences  affecting  the  public  and  the  employe,  which  cause  discontent, 
criticism  and  loss  of  life  and  limb,  money  and  property.  There  is  a  tendency 
for  higher  officials  who  are  lacking  in  technical  training  in  the  details  of  the 
engineering  and  mechanical  departments,  to  assume  arbitrary  control  and 
direction  of  such  matters,  to  the  chagrin  and  discouragement  of  capable  and 
trained  experts  who  would  be  only  too  willing  to  co-operate  and  put  in  their 
best  endeavors  to  enlighten  and  relieve  their  superiors,  but  who  by  the  narrow 
policy  and  practice  of  those  in  higher  positions  of  authority,  are  forced  to 
accept  the  non-progressive,  philosophic  theory  that  “it  is  best  to  simply 
choose  the  lines  of  least  resistance  and  let  things  come  out  as  best  they  may.  ’  ’ 

On  page  8  of  Prof.  Cunningham’s  paper  he  makes  specific  note  of  the 
practical  results  of  a  system  of  ample  and  constant  supervision  in  Prussia  as 
producing  a  high  order  of  discipline  and  a  rigid  observance  of  rules,  with  a 


3172 


consequent  remarkable  immunity  from  accident.  If  the  railways  in  several 
of  our  States  had  expended  one-quarter  of  the  money  for  improved  service 
in  supervision,  that  they  will  have  to  expend  in  putting  on  an  additional  man 
on  the  locomotives,  (with  very  doubtful  beneficial  results)  they  would  have 
taken  one  of  the  most  effective  means  of  raising  the  standard  of  efficiency  of 
service  and  reducing  as  a  consequence  the  number  of  accidents,  with  their 
attendant  injuries  or  death  to  employes  and  passengers.  This  would  have 
developed  and  improved  the  service  from  the  right  end.  It  would  prevent 
the  disease  by  developing  a  sound  and  healthy  efficiency,  and  would  not  be 
making  an  uncertain  effort  to  cure  a  disease  already  established,  by  giving  a 
nauseating  pill  which  may  entirely  disarrange  the  system  and  cause  a  laxness 
worse  in  its  consequences  than  the  original  disease. 

The  maintenance  of  the  high  standard  of  discipline  in  the  railway  service 
in  Germany  is,  as  has  been  indicated  by  Prof.  Cunningham,  due  largely  to 
the  result  of  Army  discipline,  under  which  most  of  the  railway  men  have  had 
two  or  more  years  of  training.  The  German  railway  employe  has  been  taught, 
in  a  most  rigid  school,  to  obey  rules  and  orders  promptly  and  fully,  and  with¬ 
out  demurring.  He  has  also  been  taught  to  respect  the  authority  and  position 
of  a  superior  officer.  These  elements  are  essential  to  the  high  degree  of  ef¬ 
ficiency  found  and  are  evidenced  in  the  orderliness,  cleanliness  and  system  in 
everything  about  a  German  railway  station,  shop  or  railway  yard,  whether  it 
be  in  a  large  city  or  in  a  small  village. 

As  a  result  of  State  ownership  of  the  railways  in  some  European  countries 
the  bugbear  and  fear  of  long  continued  yearly  strikes  of  employes  is  largely 
removed,  for  in  countries  like  Prussia,  as  the  paper  of  the  evening  indicates, 
the  railway  labor  unions  are  forbidden,  and  in  some  countries  if  an  obstructive 
strike  is  ordered  the  striking  employes  can  be  “called  to  the  colors,”  and  thus 
become  at  once  under  military  rule,  after  which  they  are  immediately  assigned 
to  their  former  duties  under  the  rules  and  penalties  of  military  discipline  if 
they  fail  to  carry  out  their  respective  duties.  In  this  country  under  our  present 
national  laws  such  protection  against  the  complete  upsetting  of  the  transpor¬ 
tation  system  of  the  country  is  not  furnished.  It  is  my  belief,  however,  that 
legislation  providing  for  one  or  two  years  of  compulsory  military  training  for 
every  able  bodied  young  man  in  the  country  would  develop  a  standard  of 
respect  of  law,  order  and  the  observance  of  important  hygienic  principles  in 
all  classes  of  life,  which  we  can  never  hope  for  under  our  present  system. 

One  noticeable  feature  to  the  discredit  of  our  American  railway  is  seen  in 
the  general  character  of  the  passenger  stations  in  this  country  as  compared 
with  those  in  Germany.  In  nearly  all  of  the  large  cities  in  Germany,  the  rail¬ 
way  stations  are  models  of  neatness,  comfort  and  convenience,  and  even  the 
stations  at  small  towns  and  villages  are  neat,  well  constructed,  and  ornamental 
to  their  surroundings.  Unfortunately,  it  must  be  said  that  in  this  country  in 
too  many  of  our  cities  the  passenger  stations  are  insufficient  in  size,  lacking 
in  comforts  and  conveniences,  poorly  maintained,  dirty  both  inside  and  out, 
and  a  disgrace  to  their  surroundings  and  justifiable  source  of  criticism  and 


3173 


complaint.  In  the  majority  of  smaller  towns  of  this  country,  the  passenger 
stations  are  neither  things  of  beauty  nor  convenience,  and  they  are  far  from 
models  of  cleanliness.  Surely  such  surroundings  as  the  employes  of  many  of 
the  railroad  companies  of  this  country  constantly  see  about  them  on  every 
hand  are  not  elements  in  producing  the  observance  of  rules  of  cleanliness, 
order  or  economy.  In  fairness  it  must  be  said  that  in  this  country  we  have  a 
few  of  the  finest  examples  of  advancement  in  the  designs  of  railway  stations 
to  be  found  in  the  world.  But  unhappily  these  notable  examples  are  the  ex¬ 
ception  rather  than  the  rule. 

When  traveling  on  the  railways  in  Germany  I  have  had  occasion  often¬ 
times  to  ask  for  information  from  subordinate  railway  employes,  and  I  have 
been  interested  to  note  that  each  employe  knows  his  own  line  of  duties 
thoroughly,  but  seems  to  be  quite  ignorant  as  regards  his  fellow  employes’ 
work,  and  consequently  seems  to  possess  a  stupidity  up  to  the  very  limit  in 
connection  with  railway  matters  outside  of  his  own  immediate  line  of  work. 

I  have  been  surprised  in  Germany  to  notice  that  automatic  devices  for 
signaling  find  no  hearty  reception.  I  have  wondered  at  this  and  upon  in¬ 
quiry  found  that  the  railway  administration  do  not  wish  to  introduce  devices 
which  will  tend  to  reduce  the  number  of  men  employed.  The  official  policy 
of  the  country  seems  to  be  to  discourage  anything  on  the  railways  that  will 
increase  the  number  of  unemployed,  or  that  will  tend  to  cause  able  bodied 
men  to  emigrate  to  other  countries  to  find  employment.  It  would  appear 
that  from  a  military  standpoint  it  is  deemed  wise  to  keep  the  able  men  con¬ 
tentedly  employed  at  home. 

In  Prof.  Cunningham’s  paper  he  has  spoken  of  many  special  features 
adding  to  the  convenience  of  railway  travelers  and  their  friends.  I  cannot 
refrain  from  referring  to  some  that  he  has  mentioned,  as  well  as  some  others 
not  referred  to. 

There  are  many  special  conveniences  in  German  railway  travel  that  are 
greatly  appreciated  after  one  is  somewhat  familiar  with  the  customs  of  the 
country,  and  which  foreigners  traveling  in  America  find  lacking  in  our  railway 
service.  Classification  of  service  and  rates  with  the  very  considerable  re¬ 
duction  in  rates  for  second,  third  and  fourth-class  fares  has  decided  advantages 
for  both  the  man  of  limited  income  as  for  the  well-to-do.  A  man  earning 
small  wages  is  very  glad  to  do  without  the  luxury  of  deeply  upholstered  seats 
in  going  to  and  from  his  work  in  order  to  save  from  25  to  60  per  cent,  in  rail¬ 
way  fare.  A  refined  woman  on  an  accommodation  train  would  gladly  pay  50 
per  cent,  more  to  avoid  having  a  dirty  or  otherwise  offensive  man  or  woman 
crowded  into  the  same  seat  with  her.  Yet  in  our  American  railway  practice 
with  all  one  class  of  service,  such  economizing  in  fares  is  impossible,  and  the 
assurance  of  traveling  with  those  who  are  agreeable  is  denied  to  passengers 
except  on  trains  to  which  a  Pullman  is  attached.  If  a  man  desires  to  smoke 
on  an  accommodation  train  in  this  country  he  is  forced  in  over  50  per  cent, 
of  the  cases,  to  ride  in  a  car  filthy  from  the  lack  of  proper  cleaning,  sickening 
with  dense  smoke  through  inefficient  means  of  ventilation,  and  his  seatmate 


3174 


or  near  neighbors  are  in  many  cases  noisy,  intoxicated,  or  dirty  in  dress  or 
odor,  so  that  the  smoker  is  disgusted  with  his  surroundings,  and  if  he  has  ever 
traveled  in  Germany  cannot  but  concede  the  vast  superiority  of  a  second  or 
even  third  class  smoking  compartment  in  an  accommodation  or  an  express  train 
in  that  country  over  the  average  accommodations  provided  here. 

Although  the  classification  of  passengers  with  correspondingly  classified 
rates  of  fares  would  make  quite  a  revolution  in  our  practice,  yet  I  believe  a 
more  generally  satisfactory  passenger  service  would  be  given  by  its  gradual 
introduction,  not  only  in  standard  railway  service  but  also  in  the  subway  and 
elevated  service  in  our  large  cities,  where  the  conditions  of  mixed  classes  is 
at  frequent  times  almost  unbearable. 

In  America  we  assume  “that  all  men  are  free  and  equal,”  and  we  compel 
the  man  with  the  small  wages  to  accept  and  pay  for  the  higher  class  of  ac¬ 
commodations  and  furnishings  that  are  demanded  by  those  of  more  ample 
means.  As  a  result  the  poor  man  feels  justly  overcharged  and  the  well-to-do 
man  or  woman  feels  indignant  at  being  compelled  to  submit  to  the  unsatis¬ 
factory  conditions  attending  indiscriminate  and  mixed  passenger  service. 
Especially  is  the  service  on  the  subways  and  elevated  lines  in  our  large  cities 
open  to  the  full  force  of  the  above  criticism  and  objection. 

When  equal  justice  to  both  poor  and  rich  is  established  in  this  country, 
the  poor  man  will  be  allowed  to  have  his  transportation  at  rates  and  with 
comforts  more  in  keeping  with  his  means,  and  those  who  demand  and  desire 
a  greater  degree  of  comfort  in  traveling  will  be  furnished  it,  at  an  increased 
rate  of  fare  commensurate  with  the  service  rendered.  In  German  railway 
practice  the  poor  man  is  favored  in  his  opportunities  for  economizing  in  travel¬ 
ing.  In  America  he  is  compelled  to  pay  as  much  as  the  man  who  draws  a 
large  salary.  Ours  is  the  land  of  liberty  and  it  should  be  the  land  where  the 
poor  man  may  not  be  compelled  to  accept  the  standard  set  by  the  well-to-do 
and  pay  for  the  latter’s  style  of  living  and  traveling,  when  he  would  gladly 
economize  and  be  happy  in  a  style  of  surroundings  more  in  keeping  with  those 
to  which  he  is  accustomed  and  for  which  he  is  able  to  pay. 

In  Germany  at  nearly  all  stops  at  large  railway  stations  one  can  obtain, 
on  the  platform,  light  refreshments,  both  liquid  and  solid,  and  at  stations 
where  five  and  ten  minute  stops  are  made  the  refreshments  are  brought  past 
the  various  cars  so  that  they  may  be  purchased  without  leaving  the  train. 
In  our  country  one  may  often  be  compelled  to  ride  for  a  half  day  or  more 
with  no  conveniences  outside  of  the  somewhat  uncertain  dining  car  for  ob¬ 
taining  food  or  drink,  leaving  the  man  who  is  too  poor  to  patronize  the  dining 
car  with  no  opportunity  to  obtain  food  on  his  journey. 

In  America,  ladies  traveling  alone,  in  other  than  a  Pullman  car,  may  be 
obliged  to  take  a  seat  with  an  objectionable  man  or  woman  sitting  crowded 
close  beside  them,  much  to  the  chagrin  and  discomfort  of  any  sensitive  person. 
In  Germany  a  sufficient  number  of  compartments  are  always  reserved  for 
accommodating  women  traveling  alone. 


3i7S 


Two  other  conveniences,  both  much  appreciated  in  Germany,  have  been 
mentioned  by  Prof.  Cunningham,  which  from  my  personal  experience  I  would 
like  to  see  introduced  in  this  country,  as  I  have  found  them  of  great  con¬ 
venience  and  comfort  in  Germany.  The  “platform  tickets”  sold  at  all  rail¬ 
way  stations  by  “slot  machines”  for  about  23^  cents,  permitting  persons  to 
accompany  their  friends  to  the  trains  and  to  meet  friends  at  the  trains  when 
arriving.  The  possible  income  from  this  source  to  the  railways  would  alone 
seem  to  encourage  its  introduction.  How  many  times  elderly  people  or  ladies 
are  traveling  who  need  the  assistance  of  friends  to  meet  them  or  to  see  them 
off  comfortably.  In  Germany  provision  is  made  for  this  at  a  great  profit  to 
the  railways.  In  America,  entrance  to  the  platforms  is  generally  strictly 
prohibited. 

In  America,  much  more  than  in  Germany,  such  a  platform  service  would 
be  appreciated,  as  in  this  country  the  so-called  “Porter  Service”  is  very  crudely 
organized  and  insufficient  even  at  large  city  terminals,  to  say  nothing  of  the 
total  lack  of  such  service  elsewhere.  In  Germany,  at  even  the  small  country 
stations  a  porter  stands  ready  at  a  small  fee  to  assist  passengers  in  alighting 
from  trains  and  in  carrying  their  luggage  to  and  from  the  trains.  At  the  large 
terminals  a  sufficient  force  of  porters  and  of  cabs  or  taxi-cabs  is  maintained 
so  that  it  is  an  almost  unknown  condition  for  any  passenger  to  lack  immediate 
accommodation.  In  America,  alas,  there  is  a  frequent  lack  of  porters  except 
at  important  through  trains,  a  prevailing  lack  of  small  trucks  to  enable  one 
porter  to  carry  the  several  pieces  of  hand  baggage  for  a  party  of  two  or  more, 
and  then  at  the  arrival  time  of  two  or  more  important  trains  a  regular  de¬ 
ficiency  in  the  cab  service,  and  at  no  station  is  this  more  noticeable  than  at 
the  latest,  largest,  most  complete  and  handsomest  of  all  modern  railway  stations 
right  here  in  New  York.  There  are  surely  many  German  railway  conveniences 
for  the  comfort  and  expedition  of  passengers  that  are  still  incomplete  or  quite 
lacking  in  our  up-to-date  railways  in  the  United  States. 

In  the  United  States  if ’one  has  a  pet  dog  it  must  be  checked  like  a  piece 
of  baggage  at  40c.  and  personally  lugged  to  the  baggage  car,  oftentimes  at  a 
very  inconvenient  distance  from  the  car  in  which  the  passenger  rides.  No  care 
is  given  the  dog  except  to  tie  him  securely,  sometimes  near  a  hot  steam  radia¬ 
tor,  and  the  owner  is  often  nervously  apprehensive  for  the  pet  during  the 
entire  journey.  Perhaps  in  a  twenty-four  hour  journey  there  have  been  two 
or  more  exchanges  of  baggage-masters,  and  the  dog  is  helpless  and  neglected 
without  food  or  drink.  In  Germany,  as  Prof.  Cunningham  has  .indicated,  a 
lady  can  buy  a  ticket  for  her  pet  dog,  and  can  take  it  with  her  into  a  special 
compartment  or  into  any  compartment  where  the  other  occupants  do  not 
object,  and  the  dog  has  its  owner’s  care,  and  both  travel  in  comfort.  Of 
course,  with  our  general  standard  of  single  open  compartment  type  of  pass¬ 
enger  coach,  the  German  practice  would  not  be  practicable. 

One  of  the  most  important  of  conveniences  furnished  in  Germany  is 
indicated  by  Prof.  Cunningham,  where  he  states  truly  that  “The  Prussian 


3176 


trains  are  almost  invariably  on  time.”  We  have  much  improvement  yet  to 
make  in  our  efficiency  of  service  before  we  arrive  at  the  low  percentage  of 
trains  late  maintained  in  Prussia. 

Because  Prussia  has  shown  highly  satisfactory  results  from  the  State 
ownership  of  its  railways,  it  is  not  an  unqualified  argument  in  favor  of  such 
ownership,  for  perhaps  no  railways  in  Europe  are  so  poorly  operated  or  open 
to  such  justifiable  criticisms  as  the  State  owned  railways  of  Italy. 

In  our  own  country  I  hope  the  day  will  be  far  distant  when  the  railways 
are  owned  and  operated  by  the  State  or  National  Governments.  Before  that 
day  arrives  we  need  a  new  generation  of  legislators,  trained  in  a  higher  school 
of  honor  and  integrity  than  some  of  our  present  law-makers,  and  more  de¬ 
voted  to  the  common  weal  and  less  to  party  and  self. 

In  the  criticisms  which  I  have  made  of  some  of  the  features  of  our  Ameri¬ 
can  railway  practice,  it  should  be  borne  in  mind  that  on  the  other  hand  there 
are  many  criticisms  along  other  lines  that  could  be  made  against  the  practices 
and  results  on  the  German  railways.  In  this  great  country  we  have  rapidly 
developed  a  railway  system  that  is  a  marvel  to  the  world  and  which  has  set 
the  pace  for  advancement  in  many  directions  to  the  whole  world.  But  even 
though  such  is  the  case  we  should  not  blind  ourselves  to  our  own  deficiencies 
or  be  too  self  satisfied  to  try  and  adopt  the  well  tested  successful  practices  of 
our  railroad  brothers  in  Europe,  where  they  will  add  in  comfort,  convenience, 
economy,  safety  or  a  higher  degree  of  efficiency  in  service. 

The  PRESIDENT — Gentlemen,  I  was  not  aware  that  the  gentleman 
was  in  the  room  and  it  is  a  great  gratification  to  learn  that  he  is  here  and  will 
permit  us  to  call  upon  him  for  a  few  remarks  upon  railroad  organization  in 
this  country.  It  is  Major  Hine,  Vice  President  of  the  Harriman  lines. 

(Applause.) 

MAJOR  CHARLES  HINE — (Vice-President  and  General  Manager, 
Southern  Pacific  Railroad  of  Mexico  and  Arizona  Eastern  Railroad):  Mr. 
Chairman  and  fellow  members  of  the  New  York  Railroad  Club:  Remote 
location  prevents  my  having  the  pleasure  of  very  frequent  attendance  at  these 
meetings.  I  wish  to  say  as  a  member  of  the  Club  that  I  appreciate  the  great 
value  of  the  paper  of  my  good  friend  Professor  Cunningham,  for  it  is  by  such 
scientific  'investigations  of  these  great  questions  all  over  the  world  that  we 
can  make  progress  in  our  profession.  Patriotism  is  an  expression  of  the 
highest  form  of  altruism,  because  the  individual  is  willing  to  sink  his  own 
opinion  in  what  seems  to  be  the  greatest  good  for  the  greatest  number.  As 
an  American  I  believe  in  the  motto  of  Stephen  Decatur;  “My  country,  may 
she  ever  be  right,  but  right  or  wrong,  my  country.”  However,  we  may  learn 
from  the  experience  of  other  countries.  I  think  Mr.  Waitt  has  done  well  in 
calling  attention  to  some  of  the  shortcomings  in  railroad  management  in  this 
country,  noticeably  in  the  lack  of  supervision.  We  are  terribly  under-officered, 
and  we  are  over-manned  because  we  are  under-officered. 


3i77 


Down  in  Mexico  in  the  last  15  months  we  have  found  it  possible  to  make 
a  considerable  reduction  of  our  working  forces  by  a  considerable  increase  in 
supervision.  The  tendency  in  the  United  States  is  to  be  cock-sure  of  what 
we  have  done.  We  are  a  little  too  suspicious  of  the  man  who  advocates  changes. 
We  are  so  prone  to  follow  the  line  of  least  resistance  that  we  are  apt  to  indulge 
in  self  complacency. 

In  the  long  run  people  get  in  government  about  what  they  deserve,  and 
they  have  about  as  good  railways  as  they  deserve.  I  think  it  is  high  time 
that  the  railway  men  of  this  country  and  our  good  friends  the  supply  men 
should  stop  apologizing  for  the  sins  of  the  past  and  come  out  and  defend  our 
relative  excellence  of  accomplishment.  Yes,  we  gave  rebates,  but  who  took 
them?  (Applause  and  laughter.)  Yes,  we  bribed  legislators,  but  who  took 
the  bribes?  (Laughter.)  Now,  things  are  so  patently  impossible  that  de¬ 
fenses  are  ridiculous.  Let  us  stop  apologizing,  and  come  out  and  say  “Yes, 
we  did,  but  we  have  learned  better.”  The  railroads  lead  the  procession,  they 
are  just  a  little  in  advance  of  all  the  other  professions  because  railroading  is 
such  an  exacting  occupation.  It  is  twenty-four  hours  a  day,  three  hundred 
and  sixty-five  days  in  the  year.  We  cannot  shut  up  the  bank  Saturday  after¬ 
noon  and  go  down  to  the  seashore  until  Monday  morning.  (Laughter.) 

I  take  this  occasion  before  this  Railroad  Club  to  call  attention  to  what 
has  been  done  to  us  down  in  Mexico.  It  has  been  the  experience  of  the  forties 
and  fifties  on  the  frontier  over  and  over  again,  and  our  men  have  responded 
splendidly  to  the  demands  made  upon  them.  I  am  very  glad  to  have  this 
opportunity  of  expressing  my  high  appreciation  of  the  courage  of  the  railway 
officials  and  employes  in  Mexico  in  the  last  two  years.  We,  the  Southern 
Pacific,  alone  have  had  two  hundred  and  fifty  bridges  burned.  Trains  have 
been  fired  into  and  yet  we  have  managed  to  keep  going  until  very  recently. 
But  they  are  very  crude  in  this  country  in  the  confiscation  of  property.  They 
do  it  very  thoroughly  in  Mexico.  (Laughter.)  On  the  5th  of  March  they 
took  possession  of  between  three  and  four  hundred  miles  of  our  railroad.  In 
spite  of  the  need  of  increased  supervision  they  took  some  of  our  men  and  made 
them  officials  and  they  sent  word  to  the  president  of  the  road  that  if  he  de¬ 
sired  to  come  down  with  his  party  to  be  sure  and  pay  their  fares,  as  everything 
was  on  a  cash  basis.  (Laughter  and  applause.) 

There  is  a  serious  side  to  all  of  it,  and  it  is  a  question  which  we  Americans 
must  soon  meet  and  that  is  how  far  Americans  can  be  protected  in  their  rights 
in  a  foreign  country  and  not  be  forgotten  by  those  at  home.  (Applause.)  When 
the  American  people  appreciate  just  what  the  conditions  are  they  will  be  very 
emphatic  in  their  re-affirmation  of  the  Monroe  Doctrine,  that  this  country 
rules  this  continent,  because  it  is  the  leading  nation  of  this  continent,  and, 
incidentally,  because  it  has  the  best  railways  in  the  world. 

I  thank  you,  gentlemen,  for  your  attention.  (Great  applause.) 

The  PRESIDENT— Gentlemen,  were  it  permissible,  the  speaker  is 
willing  to  wager  that  the  Major  received  his  promotion  honestly  from  a  private 


3178 


up  and  on  the  field  of  battle ;  he  has  that  spirit  which  makes  American  railways 
great.  (Applause).  Of  course,  they  haven’t  any  Indian  or  Greasers  that  the 
Major  refers  to,  to  contend  with  in  Germany,  therefore  that  element  is  elim¬ 
inated  from  their  operating  account.  (Laughter.) 

The  list  of  speakers  now  being  exhausted,  the  meeting  is  thrown  open 
for  further  discussion  and  I  trust  that  you  have  listened  carefully  and  intently 
to  the  able  speakers  of  the  evening,  and  particularly  to  Baron  Von  Eltz,  who 
speaks  with  authority  upon  German  railways,  and  are  now  ready  for  further 
discussion  and  enlightenment  upon  the  subject. 

Certainly,  gentlemen,  it  must  Occur  to  you  that  there  are  several  points 
we  should  carefully  consider  before  I  call  upon  Professor  Cunningham  in  re¬ 
buttal.  Take,  for  instance,  the  number  of  dogs  carried  first-class  in  Germany, 
described  by  Prof.  Cunningham  (laughter)  as  compared  with  the  “Hot  Dogs” 
transported  in  this  country,  referred  toby  Mr.  Waitt.  (Laughter  and  applause). 
Also  the  strap  hangers  carried  fourth-class  by  German  railways  as  compared 
with  the  same  first-class  perpendicular  carriage  of — say — the  Brooklyn  Rapid 
Transit  Co.  in  this  country.  (Laughter). 

Further,  the  nickle  in  the  slot  machines  which  permits  the  party  from  the 
rural  districts  to  go  on  to  the  train  platform  and  “see  the  cars  go  out” .  (Laughter) 
And  last,  but  not  least,  the  opportunity  afforded  for  astronomical  observation 
in  the  aisle  of  a  second-class  German  sleeping  car,  as  compared  with  the  ana¬ 
tomical  display  in  an  American  sleeping  car  of  a  like  class,  all  as  witnessed, 
and  so  vividly  described  by  Prof.  Cunningham;  all  worthy  of  your  careful 
consideration,  and  your  opportunity  to  discuss  them  is  now.  (Applause  and 
laughter).  (Don’t  hesitate,  gentlemen). 

A  MEMBER — Will  Professor  Cunningham  enlighten  us  as  to  the  use 
of  steel  or  metal  cars  in  Germany? 

The  PRESIDENT — I  presume  so,  in  proper  order.  Is  there  any  other 
gentleman  who  will  speak?  The  Chair  will  promptly  recognize' anybody  who 
shows  an  inclination  to  discuss  the  paper.  I  am  not  a  mind  reader,  although 
somewhat  of  a  Christian  Scientist,  and  need  help.  (Laughter.) 

Mr.  JOHN  TEUFER — We  can  get  all  our  roast  dogs  in  Coney  Island 
and  don’t  have  to  roast  them  on  the  steam  pipes  in  railroad  trains;  nor  do  we 
have  to  go  to  Germany  for  them  .  (Applause.) 

So  far  as  the  discipline  on  American  railroads  is  concerned,  no  doubt  it 
can  be  improved  upon.  I  had  a  little  experience  in  that  direction  on  a  road 
out  West.  I  believe  our  good  friend  Mr.  A.  M.  Waitt  knows  the  road  with 
which  I  was  then  connected.  I  held  the  position  of  Wreck  Master,  Chief 
Inspector,  Master  Car  Builder,  Foreman  of  Road  Work  on  locomotives  and 
tenders,  and  incidently  made  such  drawings  as  I  needed — when  I  had  nothing 
else  to  do.  This  was  not  the  only  road  in  the  country  then,  that  placed  such 


3  1 79 


diversified  responsibilities  upon  one  man,  with  the  idea  that  money  was  being 
saved  by  doing  so.  It  shows  how  much  attention  can  be  given  to  supervision. 
I  worked  on  an  average,  about  18  hours  per  day,  with  results  unsatisfactory 
to  myself  and  disadvantageous  to  the  company.  To  show  some  of  the  dis¬ 
cipline  (?)  on  that  road  in  comparison  with  the  operation  of  the  German  rail¬ 
roads  of  which  we  have  heard  this  evening,  permit  me  to  relate  a  personal 
experience  with  a  passenger  train  flagman. 

One  of  the  cars  of  a  train  on  which  I  was  traveling  West  one  morning, 
developed  a  very  hot  box,  which  compelled  us  to  stop  to  fix  it.  The  con¬ 
ductor  told  the  rear  brakeman,  whom  he  called  “Jack”,  to  go  back  with  the 
flag.  He  then  went  forward  to  hurry  the  work  on  the  hot  box.  I  was  interested 
in  seeing  where  Jack  went.  Being  wreck  master  I  wasn’t  looking  for  any  job 
in  that  line  (laughter) .  I  found  Jack  about  500  feet  or  so  to  the  rear  of  the 
train,  leaning  against  a  rock  complacently  smoking  a  cigarette,  whereas, 
according  to  our  book  of  rules  he  should  have  gone  back  from  15  to  17  tele¬ 
graph  poles  along  the  line.  I  asked  him  if  he  was  flagging  the  train.  His 

reply  was  gruff  and  he  wanted  to  know  “who  in  h - was  flagging  this  train.” 

I  told  him  as  far  as  I  could  see  “no  one  was.”  With  still  more  abuse  he  wanted 
to  know  who  in  the  devil  I  was,  anyway.  I  then  informed  him  that  I  was 
talking  to  him  in  the  capacity  of  wreck  master,  was  not  looking  for  a  job 
which  his  neglect  was  liable  to  give  me,  and  declared” this  is  enough.”  Upon 
my  return  home  I  made  a  report  of  the  incident  and  Jack  flagged  neither 
passenger  nor  freight  trains  again. 

The  safety  of  passengers  and  the  property  of  the  company  were  of  more 
consequence  to  me  than  the  person  of  an  insolent  and  criminally  careless 
brakeman.  This  I  believe  is  an  illustration  of  the  difference  in  results  of 
supervision  and  training  between  Germany  and  some  of  the  systems  in  this 
country.  (Applause.) 

The  PRESIDENT — Our  friend  Teufer  is  evidently  a  disciplinarian, 
and  I  hope  that  there  are  not  many  other  “Jacks”  in  the  service  who  need 
the  discipline  which  he  doled  out  to  this  particular  “Jack”  of  whom  he  speaks. 
I  have  known  Mr.  Teufer  a  great  many  years  and  I  know  that  he  has  few 
equals  as  a  practical  mechanic  and  his  remarks  indicate  his  ability  in  firing 
an  insubordinate  understudy. 

Is  there  any  other  gentleman  who  wishes  to  discuss  this  subject? 

Mr.  Syze,  I  dislike  to  call  names,  but  you  look  so  inviting  that  I  would 
like  to  victimize  you  a  trifle;  may  we  hear  from  you? 

Mr.  SYZE — Inasmuch  as  some  of  the  speakers  this  evening  have  stolen 
a  good  deal  of  the  thunder  I  had  canned  up  for  the  next  meeting,  I  trust  you 
will  not  insist  upon  my  speaking  at  this  time. 

The  PRESIDENT — I  will  not  insist,  but  we  would  be  pleased  to  hear 
from  you. 


Mr.  SYZE — I  beg  to  be  excused,  Mr.  President. 


The  PRESIDENT — Won’t  some  gentleman  kindly  volunteer.  There 
must  be  some  one  who  wishes  to  speak  upon  this  subject.  It  is  so  embarrass¬ 
ing  for  the  speaker  to  insist  in  this  manner,  in  fact  it  is  very  uncomfortable. 

If  not — and  you  will  regret  the  lost  opportunity — we  will  call  upon  the 
Professor  in  rebuttal,  and  for  reply  to  the  several  inquiries  in  his  diplomatic, 
neat,  kindly  manner,  with  “malice  toward  none  and  charity  to  all.” 

PROFESSOR  CUNNINGHAM — That  final  introduction  makes  me  a 
trifle  dizzy.  (Applause). 

I  have  nothing  to  rebut.  This  will  hardly  be  a  rebuttal  speach,  as  the 
gentlemen  who  have  spoken  have  agreed  with  me  in  the  main,  and  spoken  so 
well  and  have  so  completely  covered  the  topics  to  which  they  addressed 
themselves,  that  there  is  little  for  me  to  add. 

Mr.  Harwood  criticised  in  a  mild  way  the  delay  to  passengers  at  stations 
and  the  possible  inconvenience  in  taking  trains.  It  is  true  that  it  is  generally 
necessary  in  Germany  to  allow  more  time  at  stations  than  is  customary  here. 
This  is  partly  because  the  foreigner  is  not  familiar  with  the  layout  of  the 
station  and  the  particular  ticket  window  to  which  he  should  go  to  pur¬ 
chase  his  ticket.  The  customs  and  the  rules  are  very  well  known  to  the 
Germans  and  they  suffer  no  inconvenience  on  that  account.  In  my  own  ex¬ 
perience  I  missed  a  train  from  Berlin  to  Stettin,  although  I  arrived  at  the 
station  twenty  minutes  before  the  train  was  due  to  leave.  That,  however, 
was  not  chargeable  to  the  German  system.  It  was  due  to  my  own  ignorance 
and  the  holiday  rush  at  that  time.  It  happened  on  the  day  following  that  on 
which  the  schools  closed,  and  there  was  a  large  travel  for  the  Stettin  line. 
I  happened  to  get  in  the  line  at  the  wrong  ticket  window,  and  after  my  turn 
finally  came  the  young  lady  ticket  seller  directed  me  to  the  other  side  of  the 
waiting  room.  There  I  had  to  go  through  the  same  time  consuming  per¬ 
formance,  and  as  there  was  baggage  to  be  taken  care  of  I  lost  my  train.  The 
ticket  might  have  been  purchased  in  advance  at  any  of  the  uptown  offices, 
and  a  seat  reservation  made,  had  I  had  that  foresight. 

I  think  Mr.  Harwood  is  mistaken  in  assuming  that  the  policy  of  the 
German  railways  has  settled  upon  the  use  of  the  metal  tie.  The  policies  of 
the  German  States  differ.  In  some  states  they  are  making  all  renewals  with 
metal  ties.  In  other  states  they  are  not  doing  so.  The  columns  of  the  official 
weekly  railway  publication — the  Zeitung  des  Vereins  Deutscher  Eisenbahn- 
verwaltungen,  frequently  has  discussions  on  this  subject,  and  you  will  find 
translations  of  some  articles  in  the  publications  of  the  International  Railway 
Congress  within  the  past  year.  In  Prussia,  where  one  would  expect  to  find 
steel  ties  on  account  of  there  having  so  many  steel  mills,  steel  ties  are  not  used 
to  such  a  large  extent.  My  recollection  is  not  clear  as  to  whether  it  is  in 
Bavaria  or  Saxony  that  the  percentage  of  steel  ties  is  greater,  although  there 


facilities  for  manufacturing  them  are  less  extensive.  There  is  no  established 
policy  for  Germany  as  a  whole.  The  question  is  not  yet  settled.  The  official 
statistics  show  that  about  one-third  of  the  ties  are  of  metal  and  two-thirds 
of  treated  wood.  The  wooden  ties  are  all  creosoted. 

Mr.  Harwood  mentioned  that  it  is  necessary  to  buy  first-class  tickets  to 
travel  on  sleeping  cars  in  Germany.  Sleeping  cars  are  of  both  first-  and 
second-class,  and  one  may  buy  accommodations  in  a  second-class  sleeping 
car  and  travel  comfortably.  He  is  correct,  however,  in  his  comments  on  their 
lack  of  comfort  during  the  day  portion  of  the  trip.  The  berths  are  not  con¬ 
vertible  into  seats  as  are  those  in.  our  sleeping  cars. 

With  respect  to  the  lack  of  through  cars,  I  think  the  criticism  of  Mr. 
Harwood  applies  more  to  other  European  countries  than  to  Prussia.  There 
is  a  generous  provision  of  through  cars  throughout  Prussia.  In  fact,  it  is 
usual  to  have  several  trains  from  all  important  stations  with  through  cars 
to  important  points  beyond.  From  Cologne,  for  instance,  there  are  through 
cars  to  Paris,  Ostend,  Amsterdam,  Bremen,  Hamburg,  Hannover,  Berlin, 
and  all  important  points  in  Central  or  Southern  Germany.  If  one  chooses 
the  proper  train,  change  of  cars  is  infrequently  necessary.  My  impression 
in  that  respect  was  just  the  opposite  of  Mr.  Harwood’s.  Probably  his  criticism 
as  to  lack  of  through  cars  applies  to  Italy,  Austria,  Sweden  and  other  countries 
where  through  cars  are  not  run  to  the  same  extent  as  in  Prussia. 

I  am  sure  that  it  is  a  rare  pleasure  for  the  Club  to  hear  the  masterly 
analysis  of  Baron  Von  Eltz.  His  apology  for  his  fancied  lack  of  facility  in 
handling  the  English  language  is  certainly  unnecessary.  His  manner  of  treat¬ 
ing  the  subject  shows  a  clear  understanding  of  our  system,  and  his  admirable 
diction  and  clear  expression  show  also  how  well  he  has  mastered  our  language. 
I  agree  with  him  in  his  conclusion  that  American  freight  rates  are  too  low  to 
afford  a  proper  return.  I  did  not  mean  to  imply  in  this  paper  that  our  rates 
were  too  high.  The  railways  certainly  have  reached  the  lower  limit  in  freight 
rates,  and  in  many  cases  there  is  justification  for  their  appeal  for  authority 
to  make  slight  increases. 

I  was  aware  of  the  regularity  with  which  freight  trains  are  run,  but  by 
oversight  I  omitted  to  mention  it  in  my  paper.  This  graphic  time  table  shows 
all  those  freight  trains  as  well  as  the  passenger  trains.  Their  regular  as  well 
as  their  extra  freights  are  already  scheduled  on  the  time  table. 

I  agree  also  with  Baron  Von  Eltz  as  to  the  superior  efficiency  of  the  Ger¬ 
man  locomotive.  The  German  motive  power  official  is  thorough  and  scientific 
in  designing  and  in  methods  of  operation,  and  the  results  speak  for  themselves. 

I  have  touched  upon  the  refinements  in  design  and  their  high  fuel  efficiency. 
The  regularity  of  the  service  and  freedom  from  engine  failures  is  remarkable. 

I  can  speak  with  some  assurance  because  during  the  three  months  I  traveled 
around  Prussia  the  trains  were  almost  invariably  on  time,  and  when  late 
they  were  only  a  few  minutes  late.  I  do  not  think  that  any  train  on  which 
I  rode  was  more  than  five  or  ten  minutes  late.  The  trains,  as  Mr.  Harwood 


3i«2 


observed,  apparently  are  not  keyed  up  to  the  same  speed  as  our  American 
trains.  They  apparently  do  not  move  as  fast,  but  they  make  good  average 
time,  because  of  their  adherence  to  the  schedule. 

I  think  Mr.  Waitt  has  placed  his  finger  on  the  weak  spot  in  American 
railway  organization.  The  weakness  in  American  railway  organization  lies 
in  the  lack  of  supervision  and  the  relatively  small  number  of  railway  officers. 
As  Major  Hine  put  it  so  aptly,  the  thing  to  do  when  earnings  drop  off  is  not 
to  cut  off  officials,  but  to  increase  them.  The  policy  of  American  railways  is 
generally  just  the  opposite,  to  apply  the  knife,  cut  to  the  quick,  and  bring 
down  expenses,  forgetting  that  in  cutting  off  train  masters  here  and  there,  or 
assistant  foremen  or  other  men  in  a  supervising  capacity,  much  more  is  lost 
in  the  decreased  efficiency  of  the  forces. 

Mr.  Waitt’s  remarks  on  the  cleanliness  and  orderliness  in  German  pass¬ 
enger  stations  are  very  well  put.  The  neatness  and  regard  for  the  comfort 
of  passengers  is  very  noticeable. 

The  Club  also  has  reason  to  congratulate  itself  on  having  the  privilege 
of  listening  to  Major  Hine.  Major  Hine,  in  recounting  the  experiences  of  his 
line  in  Mexico,  modestly  omitted  any  reference  to  his  own  part  in  the  struggle 
to  keep  open  the  railway  lines  of  communication.  According  to  the  newspapers 
Major  Hine  has  been  at  the  front  himself  in  all  these  scraps  and  more  than 
once  has  been  under  fire.  I  wish  he  had  gone  further  into  the  question  of 
organization,  because  his  views  on  railroad  organization  always  have  a  wide 
audience,  and  are  highly  respected.  (Applause.) 

Answering  the  question  of  one  of  the  gentlemen  regarding  steel  car  con¬ 
struction  in  Germany,  I  would  say  that  there  are  very  few  all-steel  cars.  Those 
that  are  in  use  are  experimental  cars,  and  are  confined  to  freight  service,  such 
as  special  coal  cars,  tank  cars  and  lime  cars.  Mr.  Waitt  informs  me  that 
steel  underframes  are  used  now  on  all  new  four  and  six  axle  passenger  coaches. 

I  think  that  answers  all  the  questions  which  were  asked  and  since  the 
hour  is  already  late,  I  will  not  tax  your  patience  to  any  greater  extent.  (Great 
applause.) 


The  PRESIDENT— The  thanks  of  the  New  York  Railroad  Club  are 
tendered,  and  we  trust,  will  be  accepted  by  the  very  able  and  eminent  speakers 
of  the  evening. 

The  election  of  applicants  proposed  at  the  meeting  of  March  21st  is  next 
in  order.  The  number  is  32.  If  some  one  will  move  that  the  Secretary  cast 
the  usual  ballot. 

On  motion  duly  made  and  seconded  the  said  applicants  were  duly  elected. 


The  PRESIDENT — The  number  of  applications  for  membership  at  this 
meeting  is  46,  and  the  names  will  now  be  announced  by  the  Secretary. 


The  SECRETARY  read  the  list  as  follows: 

Adams,  Edward  D . Chairman  of  the  Board,  Western  Maryland  Rail¬ 

way  Company,  71  Broadway,  New  York  City 

Ahrens,  C.  R . Storekeeper,  D.  L.  &  W.  R.  R.,  Hoboken,  N,  J. 

Aishton,  R.  H . Vice-President,  Operation  &  Maintenance, 

C.  &  N.  W.  R.  R.,  226  Jackson  Boulevard,  Chicago,  Ill. 

Barry,  J.  G . Manager,  Railway  Dept.,  General  Electric  Company, 

Schenectady,  N.  Y. 

Beck,  Peter  P . Sales  Agent,  The  Bettendorf  Company, 

2054  Grand  Central  Terminal,  New  York  City 

Boniface,  Henry . Superintendent  of  Inspection,  Third  Avenue  Rail¬ 

way  Company,  2396  Third  Ave.,  New  York  City 

Bower,  C.  M . General  Sales  Agent,  Hewitt  Rubber  Company, 

Room  1011,  111  Broadway,  New  York  City 

Brady,  James  C . Director,  New  York  Municipal  Railways, 

54  Wall  Street,  New  York  City 

Carr,  E.  T.  M . Train  Master,  C.  R.  R.  of  N.  J.,  Long  Branch,  N.  J. 

Close,  Charles  L.  .  .  .Manager,  Safety,  Relief,  Sanitation  &  Welfare  Bureau, 
United  States  Steel  Corporation,  Room  2014,  71  Broadway,  New  York  City 

Craig,  Joseph  H . Assistant  Comptroller,  United  States  Steel  Cor¬ 

poration,  Room  1713,  71  Broadway,  New  York  City 

Downing,  I.  W . Master  Car  Builder,  L.  S.  &  M.  S.  R.  R.,  Collinwood,  O. 

Hugart,  Arthur  F  .  .  .  Chief  Clerk,  Third  Ave.  Railway  Co.,  2396  Third  Ave., 

New  York  City 

Hughes,  John . Special  Agent,  United  States  Steel  Corporation, 

Room  1817,  71  Broadway,  New  York  City 

Hughitt,  Marvin ....  Chairman  of  Board,  Chicago  &  Northwestern  Rail¬ 
way  Co.,  226  W.  Jackson  Boulevard,  Chicago,  Ill. 

Jerram,  P.  W . Salesman,  Carborundum  Co.,  2713  Newkirk  Ave., 

Brooklyn,  N.  Y. 

Kruttschnitt,  Julius . Chairman,  Executive  Committee,  Southern 

Pacific  Railway  Co.,  165  Broadway,  New  York  City 

Lovett,  Hon.  R.  S . Chairman,  Executive  Committee,  Union  Pacific 

Railway  Co.,  165  Broadway,  New  York  City 

McGraw,  F.  H . Supt.  Construction,  Westinghouse,  Church,  Kerr  Co., 

86  Phillip  Street,  Jersey  City,  N.  J. 

McMurrer,  Frank  J . Westinghouse  Traction  Brake  Company, 

165  Broadway,  New  York  City 


3184 


Marshall,  W.  H . President,  American  Locomotive  Company, 

30  Church  Street,  New  York  City 

Mellen,  C.  S . President,  N.  Y.  N.  H.  &  H.  R.  R.,  New  Haven,  Conn. 


Moon,  Dewitt  C . General  Manager,  L.  S.  &  M.  S.  R.  R.,  Cleveland,  O. 


Parsons,  Charles.  . .  .Assistant  to  Supt.  of  Agricultural  Dept.,  L.  I.  R.  R., 

99  Park  Ave.,  New  York  City 

Poore,  G.  A . Chief  Clerk  to  Gen.  Mgr.,  N.  Y.  N.  H.  &  H.  R.  R., 

New  Haven,  Conn. 

Reid,  D.  G . Chairman  of  the  Board,  Rock  Island  Lines,  14  Wall  St., 

New  York  City 

Rhoda,  Howard  M . M.  M.,  L.  Island  Electric  Railway,  96  So.  16th  St., 

Flushing,  N.  Y. 


Rine,  Edwin  M . Gen.  Supt.,  D.  L.  &  W.  R.  R.,  Scranton,  Pa. 


Scott,  C.  W . North  Western  Construction  Co.,  30  Church  St., 

New  York  City 

Sercombe,  F.  W . Assistant  Controller,  U.  P.  R.  R.,  165  Broadway, 

New  York  City 

Shepard,  F.  L . Gen.  Supt.,  P.  R.  R.,  Penn.  Station,  New  York  City 


Shipman,  Frank  J . Sales  Mgr.,  Southern  Mfg.  Co.,  92  William  St., 

New  York  City 

Shonts,  Theodore  P . President,  I.  R.  T.  Co.,  165  Broadway, 

New  York  City 

Smith,  Brenton  G . Foreman  Wireman,  New  York  Rys.  Co., 

1293  Madison  Ave.,  New  York  City 

Splitstone,  C.  H . Chief  Draughtsman,  Erie  Railroad,  50  Church  St., 

New  York  City 

Stevenson,  W.  W . Director,  Chicago,  Peoria  &  St.  Louis  Railroad, 

32  Nassau  Street,  New  York  City 


Sullivan,  W.  J . Secretary  to  President,  United  States  Steel  Corporation, 

142  North  Street,  Richmond  Hill,  L.  I.,  N.  Y. 

Taft,  Hon.  William  H. .  .Ex-President  of  the  United  States,  New  Haven,  Conn. 


Underwood,  Frederick  D . President,  Erie  Railroad,  50  Church  St., 

New  York  City 

Vanderbilt,  W.  K.,  Jr..  .V.  P.,  N.  Y.  C.  &  H.  R.  R.  R.,  Room  3405  Grand 

Central  Terminal,  New  York  City 

Vauclain,  Samuel  M . V.  P.,  The  Baldwin  Locomotive  Works, 

500  N.  Broad  St.,  Philadelphia,  Pa. 


Wickham,  C.  M . Traveling  Engineer,  Locomotive  Superheater  Co., 

708  Park  Place,  Schenectady,  N.  Y. 

Williams,  T.  S . President,  Brooklyn  Rapid  Transit  Co.,  85  Clinton  St., 

Brooklyn,  N.  Y. 

Wilson,  Garret  H . Supt.  Electric  Division,  N.  Y.  C.  &  H.  R.  R.  R., 

Room  1032,  Grand  Central  Terminal,  New  York  City 

Worthington,  W.  A . V.  P.,  and  Asst.  Director,  Maintenance  and 

Operation,  Southern  Pacific  Ry.  Co.,  165  Broadway,  New  York  City 

Yoakum,  Benj.  F . Chairman,  Frisco  Lines,  71  Broadway,  New  York  City 

The  PRESIDENT — The  paper  for  the  May  meeting  will  be  by  Mr. 
Frederick  C.  Syze — our  Third  Vice  President.  It  is  entitled  “Thoughts  on 
Discipline.”  You  may  feel  assured  the  subject  will  be  admirably  presented. 

As  usual,  refreshments  have  been  provided,  of  which  all  are  invited  to 
partake  in  the  adjoining  room.  A  motion  to  adjourn  is  in  order. 

On  motion  duly  seconded,  the  meeting  adjourned  at  11.05  P.  M. 


J.  S.  COFFIN,  Pres.  SAMUEL  G.  ALLEN,  Vice-Pres. 

C.  L.  WINEY,  Sec’y  &  Treasurer 


FRANKLIN  RAILWAY 
SUPPLY  COMPANY 

-  Specialists  in  - 

Devices  That  Make  for  Economy 


MAIN  OFFICE:  30  CHURCH  ST.,  NEW  YORK 


CHICAGO  OFFICE: 
332  S.  MICHIGAN  AYE. 


SAN  FRANCISCO  OFFICE: 
795  MONADNOCK  BLDG. 


McNab  &  Harlin  M’f’g  Co. 

50-56  JOHN  STREET  -  -  NEW  YORK 

AND  PATERSON  -  -  NEW  JERSEY 


MANUFACTURERS  OF 

Valves,  Cocks,  Fittingfs,  Etc. 

Standard,  Extra  Heavy,  High 
Pressure  and  Hydraulic 


We  carry  in 
stock  at  all 
times  a  well 
assorted  stock 
of  Valves, 
Cocks  and 
Fittings,  the 
latter  being 
Taper  tapped 

(Write  for  prices) 


“WAYCOTT”— DAMASCUS— “ANGLROD” 

BRAKE  BEAMS 

For  Freight  and  Passenger  Equipment 

“BRASCOTT”  CAR  LADDERS 


The  Damascus  Brake  Beam  Company 

CLEVELAND 


RAILROAD  PAINTS 


FOR  ALL 


PURPOSES 


ST.  LOUIS  SURFACER  &  PAINT  CO. 


- - 

U.  S.  METAL  &  MANUFACTURING  CO.,  General  Em.tern  Agent. 

165  BROADWAY.  NEW  YORK 


BARNUM-RICHARDSON  CO, 

LINE  ROCK,  CONN., 

Manufacturers  of 

Salisbury  Charcoal  Pig  Iron 

**  and 

CAST  CHILLED  CAR  WHEELS 
ALL  WHEELS  MADE  IN  THE  BARR  CONTRACTING  CHILL 


PHILADELPHIA,  PA. 


Labor  Saving  Machine  Tools 

THE  IMPROVED  SELF-ACTING 
LOCOMOTIVE  INJECTOR 


CRANES,  SHAFTING,  TURNTABLES 

Illustrated  and  Descriptive  Matter  furnished  on  Application. 


3188 


ELECTRIC  RAILWAY JOURNAL 

^  (A  CONSOLI OATIOW  OF  STREET  R  A ILWAV  JOURNAL  A  N  O.  ELECTRIC  RAILWAY  REVIEW) 

THE  FOREMOST  AUTHORITY,  NOT  ONLY  ON  STREET 
AND  INTERURBAN  RAILROADING,  BUT  ALSO  ON 

Electrification  of  Steam  Railroad  Terminals 

Published  Every  Saturday — Subscription  $3.00 
SEND  FOR  SAMPLE  COPY 

239  West  39th  Street,  -  New  York 


G1SH0LT 

LATHES 

For  Bar  and  Chucking 
Work 

Gisholt  Machine  Go. 

MADISON,  WIS.,  U  S.A. 
Manufacturers  of 
Labor  Saving  Tools 

Including  Vertical  Boring  Mills, etc. 


Used  by  the  Officers  of  all  Railroads  on  North  American  Continent 

THE  POCKET  LIST  OF  RAILROAD  OFFICIALS 

Issued  Quarterly  -  -  Subscription  Price,  $2.00  per  annum 

ADVERTISING  RATES  ON  APPLICATION 

The  OFFICIAL  RAILWAY  EQUIPMENT  REGISTER 

Issued  Monthly 

Descriptive  ot  freight  and  passenger  cars  of  the  Railways  and  Private  Companies  in  the  T7nit«4 
States,  Canada  and  Mexico.  Subscription  Price  $6.00  per  annum.  Single  copies,  $1.00 

THE  RAILWAY  EQUIPMENT  AND  PUBLICATION  CO. 

I.  ALEXANDER  BROWN,  V.  Pres,  i.d  Mir.  75  CHURCH  ST.,  UlbFIoor,  New  York 


T5he  OLDEST  HEADLIGHT 
COMPANY  in  EXISTENCE 


“Armorclad”  Headlights 
“Wabash’'  Headlights 
All  Kinds  Headlights 
Chimneys 
Wicks.  Etc. 


No.  39,  Outside  Wickraiser  Lantern 
All  Steel  Switch  Lamps 
Signal  Lamps 
Car  Inspection  Lamps.  Etc. 

Write  for  our  illustrated  casalogue 


STAR  HEADLIGHT  COMPANY 

- (INCORPORATED  1889)  - 

ROCHESTER,  NEW  YORK.  U.  S.  A. 


3189 


Out»ide  Wickraiser 


The  Anglo-American  Varnish  Company 

Unsurpassed  for  Durability 

Newark,  N.  J. 


Eastern  Selling  Agents 

U.S.  Metal  &  Manufacturing  Co. 

165  Broadway,  New  York  City 


Western  Selling  Agents 

S.  Louis  Surfacer  &  Paint  Co. 

St.  Louis,  Mo. 


Air  Brake  Maintenance  and  Dividends 

A  CASUAL  analysis  of  profit  and  loss  accounts  demonstrates  the  value  of  maint 
taining  air  brake  equipments  at  practically  initial  efficiency. — A  poorequipmen 
well  maintained  is  of  more  value  to  a  road,  both  as  a  safety  device  and  a  dividend 
earning  asset,  than  the  best  equipment  poorly  maintained. — In  the  first  case  the  lim¬ 
itations  of  the  brake  can  be  allowed  for,  and  its  performance  up  to  its  limits  relied  upon; 
in  the  second  case  many  or  all  of  its  functions  may  be  so  impaired  that,  as  a  time  saver  it 
becomes  useless  and  as  a  safety  device  of  questionable  value.  Those  whose  business  it 
is  to  carefully  analyze  railroad  profit  and  loss  accounts  appreciate  that,  in  many  cases  at 
least,  the  normal  operating  expense  may  be  greatly  reduced,  and  much  more  efficient 
results  obtained  by  adhering  closely  to  a  policy  of  best  equipment,  good  maintenance  and 
complete  standardization  of  air  brake  apparatus. 

Westinghouse  Air  Brake  Co.,  Pittsburgh,  Pa. 


AMERICAN  MALLEABLES  COMPANY 

Malleable  Iron  Castings 

GENERAL  OFFICES  AND  WORKS: 

LANCASTER,  N.  Y. 


STANDARD  STEEL  PLATFORMS 

are  in  use  by  259  Companies 

SESSIONS-STANDARD  FRICTION  DRAFT  GEARS 

are  in  use  by  1 49  Companies 

BOTH  MADE  BY 

THE  JTANDARD  COUPLER.  CO. 

CHICAGO  NEW  YORK 

People’*  Get*  Boil  ding  2  Rector  Street 


3190 


jhe  Arnold  Company 

ENGINEERS-  CONSTRUCTORS 
ELECTRICAL  -  CIVIL-MECHANICAl 
103  SOUTH  LASALLE  STREET 
CHICAGO 


I 


3191 


Wason  steel  or  wood  cars  are  today,  as  they  have  always 
been,  as  good  as  it  is  possible  to  build.  Their  extensive 
use  in  the  finest  trains  in  this  country  and  abroad  attests 
their  record  for  superior  design  and  sound  construction. 

THE  J.  G.  BRILL  COMPANY 

Philadelphia,  Pa. 

WASON  MANUFACTURING  COMPANY 

Springfield,  Mass. 

Steam  Railway  Cars  and  Trucks 


FLANNERY  BOLT  COMPANY 

PITTSBURGH,  PA.,  U.  S.  A. 

GEN’L  OFFICES,  VANADIUM  BUILDING  B.  E.  D.  STAFFORD,  GEN’L  MANAGER 

J.  ROGERS  FLANNERY  &  COMPANY,  Selling  Agents 

VANADIUM  BUILDING,  PITTSBURGH,  PA. 

GEO.  E.  HOWARD,  EASTERN  TERRITORY 

COMMONWEALTH  SUPPLY  CO.,  SOUTHEASTERN  TERRITORY 
W.  M.-  WILSON,  WESTERN  TERRITORY  TOM  R.  DAVIS,  MECHANICAL  EXPERT 


3192 


Chase’s 

GOAT  BRAND 

nohair 

Car 

Plushes 

Are  the  Standard 

Twenty-five  years  of 
use  has  demonstrated 
their  superiority  in  fin¬ 
ish,  fastness  of  color, 
and  in  strength  of 
fabric. 


L.  C.  CHASE  &  CO. 


89  Franklin  St.,  Boston  341  Broadway,  New  York 
147  Fifth  Avenue,  Chicago 


WORTH  BROTHERS  COMPANY 

■  HEADQUARTERS  for  =— 

OPEN  HEARTH  LOCOMOTIVE  BOILER  and 
FIREBOX  STEEL  PLATES  and  SHEETS 

A  Iso— Operating  our  own  blast  furnaces,  open  hearth  furnaces,  plate  mills,  etc., 
among  them  the  largest  plate  mill  on  the  American  Continent,  and  having  a  capacity 
of  over  one  thousand  tons  plates  per  day,  can  supply  materials  fulfilling  ordinary 
as  well  as  most  difficult  specifications— all  sizes— and  make  immediate  shipments. 

WORTH  BROTHERS  COMPANY  COATESVILLE,SpA!,dU.  IIa* 


CHARLES  SHULTS,  50  Church  Street,  New  York  City 


Car  Curtains  «  Curtain  Fixtures 
Sash  Locks  «  Sash  Balances 
NUT  LOCKS 

IN  ANY  SECTION  OF  STEEL 
FOR  ALL  SIZES  OF  BOLTS 


THE  NATIONAL  LOCK  WASHER.  CO. 

Chicago,  Ill.  Newark,  N.  J. 


•  3  T93 


STAR  BRASS  MANUFACTURING  CO. 


Original  and  Exclusive  Manufacturers  of 
“Non-Corrosive”  Steam  and  Air  Gauges. 
Extra  heavy  Muffled  and  Open  Pop 
Safety  Valves,  Chime  Whistles,  Seibert 
Bulls  Eye  Lubricators,  Automatic  Water 
Gauges.  Globe,  Angle,  Check,  Cross 
and  Blow-off  Valves. 

Main  Office  and  Works: 


104-114  East  Dedham  Street,  Boston,  flass. 


Branches: 

New  York  City  Chicago,  III.  Pittsburg,  Pa. 


ROLLER  BEARING 

Piston  Air  Drills 

Are  the  latest  pneumatic 
drill  production.  If 
want  the  most  effi- 
cient  and  up-to-date 
equipment,  order  the  Thor 
drills  or  hammers. 

Write  for  circular  giving  latest  information 
regarding  Thor  air  tools. 

INDEPENDENT  PNEUMATIC  TOOL  COMPANY  Size  C 

Chicago  New  York  Pittsburgh  Atlanta  San  Francisco 


THIS  SPACE  FOR  SALE 


Sherwin-Williams 


PAINTS  AND  VARNISHES 

Are  especially  adapted  for  railway  purposes, 
because  each  product  is  made  for  a  specific 
requirement.  No  matter  what  the  surface  is 
there  is  an  S-W  product  that  will  produce  a 
durable  and  protective  finish. 

Write  for  particulars 

The  Sherwin-Williams  Co. 

116  W.  32 d  Street  NEW  YORK,  N.  Y. 


3194 


ESTABLISHED  1853 


INCORPORATED  1892 


SWAN  &  FINCH  COMPANY 

Manufacturers  of 

Lubricating  Oils  Greases 


FOR  ALL  PURPOSES 

151  Maiden  Lane,  New  York 


A.  C,  PEABODY,  President  A.  L  EWIS,  Vice  President  &  Treasurer  J.  T.  LEE,  Secretary 


THE  CURTAIN  SUPPLY  CO. 

Curtain  Fixtures, 

Car  Curtains, 

Curtain  Materials. 

Hudson  Terminal,  50  Church  St.,  New  York 

320  'Wr •  Ohio  Street,  Chicago. 


MICA  CHIMNEYS 

For  Headlights,  and  for  Caboose 
and  Station  Lamps,  and 

Mica  Lantern  Globes 

STORRS  MICA  CO.,  R.  R.  Dept.,  OWEGO,  N.  Y. 


CROSBY  STEAM  GAGE  &  VALVE  CO. 


Standard  Locomotive  Specialties 

Make  a  Perfect  Equipment. 

Crosby  Locomotive  Pop  Safety  Valves, 

Plain  or  Muffled. 

Crosby  Steam  Pressure  and  Duplex  Gages. 

Crosby  Counter  and  Pressure  Recorders. 
ORIGINAL  Single  Bell  Chime  Whistles. 

Johnstone  Blow-off  Valves. 

CROSBY  STEAM  ENGINE  INDICATOR, 

with  Sargent’s  Electrical  Attachment  for  tak- 
1  ing  any  number  of  diagrams  simultaneously. 

MAIN  OFFICE  AND  WORKS,  BOSTON  MASS. 

Stores:  Boston,  New  York,  Chicago  and  London,  Eng. 
Send  for  Catalogue  and  Prices. 


3195 


Over  50,000  Miles  in  Use  Rolled  from  Best  Quality  Steel 


CONTINUOUS  JOINT  WEBER  JOINT  WOLHAUPTER  JOINT 

THE  RAIL  JOINT  CO. 

General  Offices:  ns  llladison  flee.,  1L  V.  City  cataio*  at  a^ucim: 


Makers  of  Base  Supported  Rail  Joints  for  Standard  and  Special 
Rail  Sections.  Also  Girder,  Step  or  Compromise,  Frog  and 
Switch,  and  Insulated  Rail  Joints,  protected  by  Patents. 

Highest  Awards— Paris,  1900;  Buffalo,  1901;  St.  Louis,  1904 


Boston,  Mass.  Pittsburg,  Pa. 
Chicago,  Ill.  Portland,  Ore. 
Denver,  Colo.  St  Louis,  Mo. 
Troy,  N.  Y. 


London, E.C., Eng.  Montreal,  Can- 


NATHAN  M’F’G  CO 


85-^3  LIBERTY  STREET,  NEW  YORK 

WESTERN  OFFICE:  485  OLD  COLONY  BUILDING,  CHICAGO 

Makers  of  MONITOR,  SIMPLEX 
and  NATHAN  INJECTORS 

Injectors  and  Lubricators  specially  constructed  for  High  Pressores, 
grading  from  25  to  300  lbs. 

Nathan's  Sight  Feed  Lubricators  for  Cylinders  and  Air  Brakes,  Steam  Fire  Extinguishers  for 
Switching  and  Yard  Engines,  Boiler  Washers,  Rod  and  Guide  Oil  Cups,  etc. 

SOLE  AGENCY  OF  THE 


COALE  MUFFLER  SAFETY  VALVE-S 


THIS  SEAT  HAS  FEWER 
PARTS  THAN  ANY  OTHER 

^CUSHION  AND  BACK 
DETACHABLE 


WALKOVER 


(trade  mark) 

NO  LIFTING  IN  REVERSING 
NO  TWISTING  OF  BACK 

*  SUPERB 
SPRING  FOUNDATION 


Our  Patented  Oval  Base 
and  Single  Automatic  Shift¬ 
ing  Foot  Rest  leave  the  un¬ 
der  part  of  seat  entirely  clear 
for  luggage  and  greatly  facil- 
itate  floor-cleaning, 


CAR  SEAT 


HALE  AND  KILBURN 
COMPANY 

New  York  Philadelphia 

Chicago 


THE  NEW  YORK  AIR  BRAKE  CO. 


Trade  Mark 


A  Guarantee  of 
Best  Material 
and 

Workmanship 


Recommend  as  standard  for  the 
advantage  of  Railroads 

K-l  &  K-2  TRIPLE  VALVES  for  Freight  Cars 

L  TRIPLE  VALVES  for  Passenger  Cars 

LT  or  ET  EQUIPMENT  for  Locomotives  and 
Tenders 


Trade  Mark 


A  Guarantee  of 
Best  Material 
and 

Workmanship 


165  BROADWAY,  NEW  YORK 
2021  Peoples  Gas  Bldg.,  Chicago,  Ill 
323  Ellicott  Sq.  Bldg.,  Buffalo,  N.  Y. 


*  WORKS— WATERTOWN,  N.  Y. 

•§•  1122  Chandler  Bldg.,  Atlanta,  Ga. 

•§•  245  Monadnock  Bldg.,  San  Francisco,  Calif. 


3196 


IMPROVED  COMBINATION 
CENTER  FASTENING 


OUR 

STEEL  BACK  BRAKE  SHOES 

DECREASE  MAINTENANCE  COST 
INCREASE  BRAKE  EFFICIENCY 

AMERICAN  BRAKE  SHOE  ft  FOUNDRY  CO. 

MAHWAH.N.J 

Hudson  Terminal  Bldg.  McCormick  Bldg. 


NEW  YORK 


CHICAGO 


Pittsburgh  Testing  Laboratory 

Inspecting  and  Consulting  Engineers 
and  Chemists  a  Pittsburgh ,  Pa. 

branch  Office 50  Church  Street ,  ZACew  York  City 


“CE-VE” 

PROCESS 


OF 


RAILWAY 

PAINTING 


REVOLUTIONIZES  this  line  of  work  in 

TIME  SAVED 

AN  D 

DURABILITY 


CHICAGO  VARNISH  CO. 

CHICAGO  2100  ELSTON  AVE.  NEW  YORK  36  VESEY  ST. 


3197 


—  AMERICAN^ 

Engineer 


I 


It  telb  the  Story 


McCord  Locomotive 

Fort «  Faed  l.ubnctlor 


E>§ifteer 


KERITE 


Railway  Age  Gazettes — The  most  thoroughly  read  and  widely 
quoted  technical  journal.  The  subscription  list  contains  every  name 
of  consequence  in  railway  operation.  Price,  $5.00  per  year, 

The  Signal  Engineer: — The  only  paper  in  the  world  devoted  en¬ 
tirely  to  the  signal  department.  Universally  regarded  as  the 
authority  in  the  field.  Price,  $1.00  per  year. 

AMERICAN  ENGlNEERs-Known  as  “The  Railway  Mechanical 
Monthly,”  indispensable  to  Superintendents  of  Motive  Power, 
Master  Mechanics,  Shop  Superintendents  and  Shop  Foremen. 
Price,  $2.00  per  year. 

SIMMONS-BOARDMAN  PUBLISHING  CO. 
New  York  Cleveland  Chicago 


—I 


A  PRACTICAL  JOURNAL  OP 
MOTIVE  POWER,  ROLLINQ  STOCK 
AND  APPLIANCES 


Is  read  by  more  people  interested  in  ordering 
railway  supplies  than  any  other  publication. 
Has  the  largest  circulation  of  any  railroad  or 
engineering  paper  in  the  world. 


$2.00  a  Year 


Sample  Free 


ANGUS  SINCLAIR  COMPANY,  1 14  Liberty  S  New  York 


ATRAMENT 

RUST- PREVENTING 

PAINT 

f.  W.  DEVOE  &  C.  T.  RAYNOLDS  CO. 

NEW  YORK 

MAKERS  OF  PAINTS,  VARNISHES  AND  BRUSHES 


3  >98 


THE  JANNEY 

“X”  COUPLER 


The  latest  development  of  the  M,  C,  B,  Coupler , 
Has  “  Lock -to -the- Lock” ,  “  Lock-Sei”  and 
“Knuckle-Opener”,  Janney  simplicity. 


MANUFACTURED  ONLY  BY 

THE  McCONWAY  &  TORLEY  CO. 

PITTSBURGH,  PA. 


COLUMBIA  MACHINE.  WORKS 
and  MALLEABLE  IRON  CO. 

MANUFACTURERS  OF 

Electric  Railway  Materials 

3rd  Rail  Brackets.  3rd  Rail  Inclines.  3rd  Rail  Terminals. 
Iron  and  Brass  Castings,  Forgings,  Etc. 

Atlantic  Ave.  $  Chestnut  St.,  -  BROOKLYN,  N.  Y. 


I  U  ASBESTOS  & 
W  M  MAGNESIA 

RAILROAD  SUPPLIES 

Pipe  Coverings 

J-M  Hair  Felt 

Keystone  Hair  Insulator 

J-M  Asbestos  Roofing 

J-M  Asbestos  Cements 

J-M  Retort  Cements 

High  Pressure  Packings 

J-M  Permanite  Packing 

J-M  Kearsarge  Packing 

J-M  Kearsarge  Gaskets 

J-M  Vulcabeston  Packing 

J-M  Air  Brake  Cylinder  Packing 
Expander  Ring 

Vulcabeston  Rope  Packing 

J-M  Underground  Conduit 
j-M  Waterproofing  Materials 

Locomotive  Lagging 

Fire  Extinguishers 

Smoke  Jacks 

Asbestos  Wood 

J-M  Leak-No 

Metallic  Compound 
Metallo  Metal  Polish 

J-M  Fibre  Conduit 

1  WRITE  FOR  CATALOG  No.  252 

H.  W.  JOHNS-MANVILLE 

■ 

0 

O 

new  York  and  every  Large  city 

1 

?I9Q 


PEERLESS  RUBBER  MANUFACTURING  CO. 

Manufacturers  of 

Fine  Mechanical  Rubber  Goods  for  Railroad  Equipment 


F.  O.  DONNELL,  Manager  Railroad  Dept. 


Ramapo  Iron  Works 

Main  Office,  HILLBURN,  N.  Y. 

Works,  HILLBURN,  N.  Y.,  and  NIAGARA  FALLS,  N.  Y. 


FROGS,  SWITCHES,  CROSSINGS,  CARS,  &c. 


AUTOMATIC  SAFETY  SWITCH  STANDS 


Gears  and  Pinions  lubricated  with 

Whitmores  Gear  Protective  Composition 

show  an  increased  life  of  three  to  five  times  greater, 
at  no  increased  cost  per  thousand  gear  miles. 

A  test  will  prove  that  our  statement  is  true. 

The  Whitmore  Manufacturing  Company 

Lubricating  Engineers  Cleveland,  Ohio 


3200 


RAILROADS  PREFER 

T 


‘KEWANEE’'  UNIONS 

The  Division  Superintendent  of 
an  important  railroad  system  re¬ 
cently  said  to  one  of  our  repre¬ 
sentatives: 

“The  union  with  no  inserted  parts  ” 

“Our  men  would  rather  have  the  ’Kewanee’  union  than  any  other  union” 

Because  railroads  use  large  quantities,  all  material  purchased  must 
measure  up  to  a  high  standard — mechanical  equipment  especially. 

The  railroad  system  mentioned  uses  many  thousands  of  “ Kewanee ” 
Unions  on  every  division. 

Ask  for  a  copy  of  illustrated  booklet  “THE  WHOLE  KEWANEE  FAMILY*’ 

NATIONAL.  TUBE  COMPANY 

General  Sales  Offices.  Frick  Bldg.,  PITTSBURGH,  PENNA. 

District  Sales  Offices:  Atlanta,  Boston,  Chicago,  Denver,  Kansas  City,  New  Orleans, 
New  York,  Philadelphia,  Pittsburgh,  Salt  Lake  City,  St.  Louis,  St.  Paul 
Pacific  Coast  Representatives:  U.  S.  Steel  Products  Co. 

San  Francisco  Seattle  Portland  Los  Angeles 

Export  Representatives:  U.  S.  Steel  Products  Co.,  -  New  York  City 


Beckwith-Chandler  Co, 

MANUFACTURERS  OF 

HIGH-GRADE  VARNISHES 


NEWARK,  N.  J  NEW  YORK 

201  Emmett  Streefl  320  Fifth  Avenue 


3201 


Specialists  in  Superheaters  for  Locomotives 

Locomotive  Superheater 
Company 

30  CHURCH  STREET,  NEW  YORK 


ECONOMIES  SHOWN  BY  OUR  FIRE  TUBE  SUPERHEATERS  : 

1- A  reduction  in  coal  consumption  of  20  to  25  per  cent 

2- A  reduction  in  water  consumption  of  25  to  35  per  cent 

3- An  all-around  smarter  engine,  working  at  a  reduced 

boiler  pressure 

4- A  reduction  in  the  cost  of  boiler  repair 

5- A  much  more  powerful  engine,  without  increase  in  weight 

Over  11.000  in  Successful  Operation  or  Under  Construction 


“I 


WINDOW  FIXTURES 

SHADE  ROLLERS 
SASH  BALANCES 
AUTOMATIC  PLATFORM  TRAP  DOORS 

FOR  BLUE  PRINTS  AND  INFORMATION  ADDRESS 

THE  0. M. EDWARDS  CO. 

SYRACUSE,  N.Y. 


3202 


4  3%  LESS  COAL 


Mallet  locomotives  on  the  Hinton  Division  of  the 
Chesapeake  &  Ohio  Railway  cost  2.8  cents  per  1,000  ton- 
miles  for  fuel,  as  against  5  cents  per  1,000  ton-miles  with 
Consolidations,  a  saving  of  43  per  cent,  in  favor  of  the 
Mallets. 

This  is  done  in  road  freight  service  as  shown  by  rail¬ 
road  company  records  for  eight  months. 

AMERICAN  LOCOMOTIVE  COMPANY 

30  CHURCH  STREET,  NEW  YORK. 


WHMINE] 

R 

DRAFT  RIGGING 
SI  DE  BEAR  1  N  G  S 

KING 

PISTON  ROD 

AND 

VALVE  STEM 

PACKING 


‘Ike 

UNITED 
STAT  ES 
METALLIC 
PACKING 
COMPANY 


PHILADELPHIA 


3203 


E.  M.  ZEHNDER,  Pres.  C  H.  ZEHNDER,  Yice-Pres.  L.  M.  HORTON,  Sec’y  and  Treas. 

THE  SCRANTON  BOLT  &  NUT  CO., 


SCRANTON,  PA. 

[ew  YorK  Office,  West  Street  Bldg, 

C.  E.  BRODHEAD,  Jr.,  N,  Y,  Sales  Agt. 


A  Modern  Plant.  Complete  Equipment. 
Producing  Annually  40,000  Tons  of 
“Diamond  Z”  Brand 


Bolts,  Nuts  and  Iron  Products 


STANDARD  HEAT  AND  VENTILATION  COMPANY 

(Inc.) 

HEATING  APPARATUS  for  RAILWAY 
CARS  and  LOCOMOTIVES  .... 

Storage  Battery  Charging  Plugs  and  Car  Receptacles 
Car  Ventilators 

141  Cedar  St.  .  .  .  New  York 


RAILWAY  STEEL-SPRING  GO. 

General  Office: 

CORTLANDT  BLDG.  30  CHURCH  ST.  NEW  YORK 

Springs 

Steel  Tired  Wheels 
Locomotive  and  Car  Wheel  Tires 

BRANCHES 

CHICAGO  DETROIT  LOUISVILLE  MEXICO  CITY 

ST.  LOUIS  ST.  PAUL  WASHINGTON 


1204 


NATIONAL  WHEEL  COMPANY 

MANUFACTURERS  OF 


“STAR  SPECIAL” 

Reg.  U.  S.  Patt.  Off. 


CHILLED  CAST  IRON  CAR  WHEELS 


WORKS: 

Rochester,  N.  Y.  Pittsburgh,  Pa. 
Sayre,  Pa.  Cleveland,  O. 
New  York  City,  N.  Y. 


General  Offices: 
PITTSBURGH,  PA. 

New  York  Office: 

556  WEST  34th  STREET 
Phila.  Office: 

506  FRANKLIN  BANK  BLDG. 


M¥¥  W  £*  Railway  machine  tools 

IN  i  fj  JLj  *3  ELECTRIC  TRAVELING  CRANES 


COMPLETE  EQUIPMENT  FOR  LOCOMOTIVE  AND  REPAIR  SHOPS 

NILES-BEMENT-POND  COMPANY 

111  BROADWAY,  NEW  YORK 


J.  H.  GAUTIER  &  CO. 

— _ JERSEY  CITY,  N.  J.  == 

Fire  Brick 

Black  Lead  Crucibles 


3205 


RAILWAY  APPLIANCES  COMPANY 


W.  W.  HOIT  B.  T.  LEWIS 


Eastern  Sales  Manager  Western  Sales  Manager 

West  Street  Bldg.,  New  York  Old  Colony  Building,  Chicago 


FLay  Self-ContaJned  Snow  Flangers 
Priest  Snow  Flnngers  a.nd  Repadr  Pa^rts 
Interurbexn  Electric  Snow  Flangers 
Fewings’  Car  and  Engine  ILepla.cers 
Gilman- Brown  Emergency  Knuckles 
R.  A  Skid  Shoes 
Ajax  Vestibule  Diaphragms 
Ajax  Vestibule  Curtains 

Ajax  Special  Curtain  Shields  and  Brackets 
A)ax  **Self-ReIea.sing”  Curtain  Handles 
Globe  Ventilators  for  Cars  and  Buildings 


U.  S.  METAL  a  MFG.  CO. 

165  BROADWAY.  NEW  YORK  CITY 

Atlanta  Railway  Supplies  CH,CAC0 

SELLING  AGENTS  FOR 

Dunham  Hopper  Door  Device  “Texoderm” 

Feasible  Drop  Brake  Staff  “Safety”  One-Piece  Steel  Ladder 

“Empire”  Pressed  Steel  Bolster  Kling  Bolts 

Detroit  Box  Car  Door  Car  Varnishes  Steel  Axles 

Columbia  Lock  Nut 

SOLE  EASTERN  AGENTS  FOR  ST.  LOVIS  SVRFACER  and  PAINT  CO. 
GENERAL  EASTERN  AGENTS  FOR  HUTCHINS  CAR  ROOFING  CO. 
SPECIAL  AGENTS  FOR  THE  TOOL  STEEL  GEAR  PINION  CO. 
SPECIAL  AGENTS  FOR  THE  POLLAK  STEEL  CO. 


Use  Butler  Drawbar 
Attachments 

FRICTION  RIGGING 

PIPER  PATENTS 

250,000  Lbs.  Capacity 

Has  all  the  points  of  a  PERFECT  GEAR 


TANDEM  SPRING  ATTACHMENTS 

6Kx8  or  8x8  DRAFT  SPRINGS 

PERFECT  SPRING  PROTECTION 
BUTLER  DRAWBAR 
ATTACHMENT  CO. 

Send  for  Catalog  CLEVELAND,  OHIO 


G-E  MOTORS  DRIVING  GRINDER 

There’s  a  G-E  Grinder  for  Every 
Class  of  Service  Requiring  Power 

THE  APPLICATION  of  electric  motors  to  machine  tools  is  a 
subject  of  increasng  importance  and  interest.  In  considering  the 
subject  of  motor  driven  tools,  this  one  feature  stands  out  promi¬ 
nently:  The  individual  drive  permits  the  arrangement  of  the  driven 
machines  to  the  best  possible  advantage,  as  each  machine  then 
becomes  an  independent  unit  and  can  be  started  or  stopped  without 
regard  to  the  remaining  equipment.  The  resultant  economy  in  floor 

space,  elimination  of  shafting  and  belts  with  their  attendant  losses,  better  lighting 
and  ventilation,  and  possibility  of  overtime  operation  with  power  charges  directly 
proportionate  to  the  output,  are  all  features  worthy  of  most  careful  consideration. 

All  manufacturers  of  machinery  or  devices  consuming  power  are  called  upon — 
or  will  be,  sooner  or  later — to  furnish  their  products  with  motor  drives.  The 
General  Electric  Company  makes  a  motor  for  every  service,  a  controller  for  every 
motor  and  has  skilled  engineer  specialists  to  combine  them  properly  after  careful 
study  of  local  conditions. 

General  Electric  Company  Motors  are  built  for  hard  service  and 
to  endure  severe  mechanical  strains  without  injury  to  bearings,  shaft  or  other  parts. 
They  stand  full  load  continuously,  and  reasonable  overload  with  sudden  variation, 
without  the  slightest  indication  of  electrical  troubles. 

We  issue  a  large  number  of  Bulletins,  giving  specific  information  on  all  varieties 
of  motor  requirements. 

General  Electric  Company 

Largest  Electrical  Manufacturers  in  the  World 

General  Office:  Schenectady,  N.  Y. 

District  Offices  in:  Boston,  Mass.;  New  York,  N.  Y.;  Philadelphia,  Pa. 


Atlanta,  Ga. ;  Cincinnati,  0. ;  Chicago,  Ill. ;  Denver,  Colo. ;  ban  Francisco,  Cal. 
Sales  Offices  in  all  Large  Cities 


4164 


3207 


A  Supreme 

Success  for 

Car 

Curtains 


"pHE  success  of  Pantasote  has  pro¬ 
duced  imitations  worthless  and  dan¬ 
gerous.  They  can  be  detected  by  ap¬ 
plying  a  lighted  match  to  the  coated 
surface.  The  imitations  burn  fiercely; 
Pantasote  will  not  burn  and  is  water¬ 
proof,  grease-proof,  stain-proof,  readily 
cleansed  and  always  flexible. 

Samples  and  particulars  on  application. 


Pantasote  Co. 

11  Broadway,  New  YorK  City 


Gould  Coupler  Co. 


OFFICES 

30  East  42d  Street 
New  York 

The  Rookery,  Chicago 
Depew,  N.  Y. 


WORKS 

Axle  Forge,  Depew,  N*  Y 
Malleable  Iron, 

Depew,  N.  Y. 
Cast  Steel,  Depew,  N.  Y« 


Gould  Friction  Draft  Gear 
Gould  Couplers  Gould  Bolsters 


3208 


THIS  SPACE  FOR  SALE 


THe  Burnet  Company 

RAILWAY  AND  ELECTRICAL 
SUPPLIES 

69  SOUTH  STREET.  NEW  YORK 

1800  Park  Avenue,  New  York  141  Milk  Street,  Boston,  Mass. 


The  Murphy 

Varnishes 


ASHTON  MUFFLERS 

POP  VALVES  and  STEAM  GAGES 

MERITS  AND  REPUTATION 

U  INI  EQUALLED 

Our  Muffler  the  only  one  with  outside  top 
regulation  for  the  pop.  Always  available. 

THE  ASHTON  VALVE  CO. 

BOSTON,  MASS. 


3209 


THE 

BOYER 
RIVETING 
HAMMER 

IS  PREFERRED  BY  THE  MAN  WHO  KNOWS 

Because  it  Drives  Rivets  better  than  any  other. 

Because  it  vibrates  less  and  is  not  so  hard  on  the  nerves. 

Because  he  knows  that  when  he  undertakes  a  piece  of  work  he  will  finish  it,  not  by  hand, 
not  with  some  other  pneumatic  hammer,  but  with  the  same  BOYER  HAMMER, 
with  which  he  started. 

Because  the  rapidity  with  which  it  drives  the  rivets,  and  the  skillful,  untiring  waylin 
which  it  WORKS,  commands  his  repect. 

Because  the  energetic  way  in  which  it  performs  its  duty,  inspires  him  and  thrills  him 
with  the  TRUE  DIGNITY  OF  LABOR. 

OUR  SPECIALTY  is  the  manufacture  and  sale  of  Pneumatic  tools  that  work. 

Read  our  catalogues  and  see  how  our  Boyer  Hammers,  Little  Giant  Drills,  Duntley 
Electric  Drills  and  Chicago  Pneumatic  Air  Compressors  will  save  you  labor  and 
reduce  your  costs. 

Address  Dept.  GG. 

Chicago  Pneumatic  Tool  Co. 

Chicago  Office  Branches  New  York  Office 

1010  Fisher  Bldg.  Everywhere  50  Church  St. 


This  cut  shows  one  type  of 
THE  ONLY  DOUBLE  PUMP 

Hydraulic  Jack 

with  but  a  single  pressure  valve 
on  the  market 

This  Jack  is  operated  in  the  usual  way, 
excepting  that  when  both  pumps  are  used 
the  valve  handle  is  turned  to  the  left;  when 
one  pump  only  is  used,  it  is  turned  straight 
downward.  The  lowering  is  done  by  turn¬ 
ing  the  valve  handle  to  the  right  or  by 
using  the  lever  in  the  ordinary  manner. 


RICHARD  DUDGEON 

Inventor  of  the 

HYDRAULIC  JACK 

Broome  and  Columbia  Streets  -  -  New  York 


3210 


Manning,  Maxwell  &  Moore 

**  *  ( INCORPORATED ) 

Machine  Tools  and  Railway  Supplies 

Owning  and  Operating 

THE  SHAW  ELECTRIC  CRANE  CO. 

Shaw  Electric  Traveling  Cranes 
Shaw  Wrecking  Cranes 

THE  ASHCROFT  MFG.  CO. 

Steam,  Pressure  or  Vacuum  Gauges 
Tabor  Steam  Engine  Indicators 
Edson  Recording  Gauges 

THE  CONSOLIDATED  SAFETY  VALVE  CO. 

Consolidated  Pop  Safety  Valves 

THE  HANCOCK  INSPIRATOR  CO. 

Hancock  Inspirators 
Hancock  Ejectors 
Hancock  Valves 

THE  HAYDEN  &  DERBY  MFG.  CO. 

Metropolitan  Injectors 
H-D  Ejectors 


85-87-89  LIBERTY  STREET,  NEW  YORK 


111-13  N.  Canal  St.  Chicago,  Ill.  [Park  Building,  Pittsburgh,  Pa. 
721  Arch  St.  -  Philadelphia,  Pa.  1262  Ontario  St.,  Cleveland,  0. 
45  Oliver  St.,  -  Boston,  Mass.  Monadnock  Building, 

Frisco  Building,  St.  Louis,  Mo.  |  San  Francisco  Cal. 

Yokohama,  Japan. 


Majestic  Building,  Detroit,  Mich. 
White  Building,  -  Buffalo,  N.  Y. 
First  National  Bank  Bldg.,  Cin.,  0. 
P.  0.  Box  1252,  New  Haven,  Conn. 


HYDRAULIC  TOOLS 

9  WATSON -STILLMAN  Hydraulic 
Jacks  have  great  safety  factor  and  handle 
large  overloads  safely. 

€J  We  build  Jacks  for  all  lifting  purposes  and  will 
modify  standard  construction  to  meet  special  con¬ 
ditions  if  necessary. 

Tell  us  what  Jacks  or  other  railroad  hydraulic 
tools  you  need  and  we  will  send  literature. 

The  Watson-Stillman  Co. 

1571  Hudson  Terminal  Bldg.,  New  York  City 


Rw-CW 

nSBaS©' 


THIS  COUPLER 

No.  33  TD 

with  the 

TWO-PIECE  HOSE  CLAMP 

insures  immunity  from 
coupler  delays 


CONSOLIDATED  CAR-HEATING  COMPANY 

ALBANY  NEW  YORK  CHICAGO 


321  I 


No.  1 86  Electric  Combination  Engine  Lamp 

Suitable  for  electricity,  with  oil  fount  inserted 
for  emergency  use  should  electric  current  fail. 

This  is  one  of  the  latest  “Dressel  Lamps,”  and 
there  are  many  other  styles  of  lamps  meeting 
every  requirement  of  the  railway  service. 

THE  DRESSEL  RAILWAY  LAMP  WORKS 

3860-80  Park  Avenue 

NEW  YORK  CITY 


Malleable  Iron — Dust  Proof 

Oil  Tight  —  Indestructible 


No  Repairs 


McCord  ( 

People'*  Gas  Bldg. 
CHICAGO 


Company 
New  York 


THE 

McCORD 

JOURNAL 

BOX 


Steel  Shades  and  Reflectors 

WHite  Enameled  or  Ja^)an>%ed 


Shapes 
and 
Sizes 
to  Order 


Light 

Durable 

and 

Beautiful 


LALANCE  $  GROSJEAN  MANUFACTURING  CO. 

Chicago  New  YorK  Boston 


Manufacturers  of  the  Celebrated 

AGATE  NICKEL -STEEL  WARE 


•5212 


PINTSCH  SAFETY 


MANTLE 

LIGHT 

A  Cent  a  Burning  Hour 
Long  Mantle  Life 


ELECTRIC 

LIGHT 

Axle  Driven  Dynamo 
Long  Lamp  Life 


THERMO-JET 

CAR 

HEATING 

Minimum  Pipe — Perfect  Control 

The  Safety  Car  Heating  8  Lighting  Co. 

2  RECTOR  ST. 

NEW  YORK 


CHICAGO,  PHILADELPHIA 
BOSTON,  SAN  FRANCISCO 
ST.LOUIS,  MONTREAL.  WASHINGTON 


STANDARD  STEEL  CAR  CO. 

OFFICES 

General  Offices,  FRICK  BLDG.,  PITTSBURGH,  PA. 

NEW  YORK,  170  Broadway  CHICAGO,  Fisher  Bldg. 

WORKS 

HAMMOND,  IND.  BUTLER,  PA.  NEW  CASTLE,  PA. 

STEEL  AND  COMPOSITE 

FREIGHT  CARS 

For  all  Classes  of  Service  from  our 
Standard  Designs,  or  According  to 
Specifications  of  Purchasers  .  .  . 

STEEL  CAR  UNDERFRAMES 

TRUCKS,  BOLSTERS  BRAKE  BEAMS,  ETC. 

CAPACITY  50,000  CARS  PER  ANNUM.  INQUIRIES  SOLICITED. 


3213 


FREIGHT  AND  PASSENGER 

- CARS - 

For  Steam  and  Electric  Railways 
ALL  STEEL  OR  COMPOSITE  CONSTRUCTION 


Bolsters,  Brake  Beams,  Carlines,  Side  Stakes 

and  other 

Pressed  Steel  Specialties 

PRESSED  STEEL  CAR  COMPANY 

New  York,  Pittsburgh,  Chicago,  Washington,  D.  C. 


3214 


United  States 

Mortgage  &  Trust  Company 

NEW  YORK 


Member  N.  Y.  Clearing  House  Association 


DEPOSITORY  FOR 

United  States  Postal  Savings  System 
State  of^New  York,  City  of  New  York 
Court  Funds 

Moneys  of  Bankrupt  Estates 
Cotton  and  Coffee  Margins 
Reserves  of  State  Banks  and  Trust  Companies 
Securities  of  Individuals,  Corporations  and  Reorganization  Committees 


Capital  &  Surplus  $6,000,000 

55  Cedar  Street  Modern  Safe  Deposit 

Broadway  at  73d  Street  and  Storage  Facilities 

125th  Street  at  8th  Avenue  at  all  offices 


Illuminating 


T  B-“PHENO” 


Glassware 

For  globes  that  can  be  de¬ 
pended  on  to  give  the  most 
pleasing  service,  there  are  none 
quite  as  good  as  “Phoenix 
Quality.” 

For  the  most  beautiful  soft 
light  and  best  illumination 
use  “Pheno”  Reflectors. 

Especially  good  for  Rail¬ 
road  use. 

Ask  for  catalogues. 


THE  PHOENIX  GLASS  CO. 

Makers  of  “Phoenix  Quality’’  Globes 
New  York  Chicago  Boston  Pittsburgh 


3215 


THIS  SPACE  FOR  SALE 


Bronze  Metal  Company 

Owners  and  Manufacturers  of 

Vim  Metal  for  Bearings 

Manufacturers  of  BRASS,  BRONZE,  COMPOSITION  CASTINGS 
and  BABBITT  METAL.  JOURNAL  BEARINGS  a  Specialty 

30  CHURCH  STREET  -  -  -  NEW  YORK 


Makes  Staybolt  Inspection  Easy 

Saves  Flue  Troubles 

Reduces  Engine  Failures 

Easy  to  Apply  and  Remove 

\  fcYl  Small  Brick  of  Light  Weight 
±  LI  V.JLA  Coo]  Qff 


Security 

Sectional 


WCcm\)  other  American  Arch  Company 

good  features  30  Church  St.,  New  York  -  McCormick  Bldg.,  Chicago 


H 


UTCHINS 

AR  KOOFING  jJoMPANY 


CAR  R 


H 

U 

T 

C 

H 

I 

N 

S 


General  Offices 
New  York 
Chicago  . 


Detroit,  Mich. 
U.  S.  Metal  &  Mfg.  Co. 
.  .  Spencer  Otis  Co. 


MANUFACTURERS 


♦ALL  STEEL  STEEL  CARLINE 
OUTSIDE  METAL 
INSIDE  METAL 
PLASTIC 

SURFACE  COATED 


DETROIT  CAR  DOORS 


*The  Hutchins  All  Steel  Steel  Carline  Roof 
meets  modern  requirements.  It  is  a  20th 
Century  Triumph  of  Mechanical  Skill. 


C 

A 

R 

R 

O 

O 

F 

S 


32I7 


This 

“Tool  Steel” 
Pinion 

HAS  ALREADY  GIVEN 

SEVEN  TIMES  THE  LIFE  OF _ _ = 

ORDINARY  GRADES 

BUY  THE  BEST 


THE  TOOL  STEEL  GEAR  &  PINION  CO. 

Cincinnati,  O. 

Eastern  Representatives,  U.  S.  METAL  &  MFG.  CO.,  New  York 


The  Prepayment  Car 

insures  Better  Service  for  the 
Money  to  the  Public;  Better 
Money  for  the  Service  to  the  Road. 

Increased  Collections,  Eliminated  Accidents, 
Improved  Schedules  and  Greater  Comfort 
make  Prepayment  a  Paying  Proposition. 

PREPAYMENT  CAR  SALES  CO. 

Sole  Licensor  The  Pay-As-You-Enter  Car  Corp’n 
and  The  Pay-Withm  Car  Co. 

MAIN  OFFICE:  50  CHURCH  STREET.  NEW  YORK 


COATESVILLE  ROLLING  MILL  COMPANY 

Knobbled  Hammered  Charcoal  Iron  Locomotive  Tubes 

Like  the  postage  stamp  “stick”  to  the  end.  We  do 
not  change  the  quality  of  our  charcoal  iron  tubes, 
neither  do  we  change  the  name  of  our  product. 

We  stick  to  the  original  charcoal  iron  tube. 

COATESVILLE  ROLLING  MILL  COMPANY 

CHARLES  SHULTS,  Railroad  Representative 

50  Church  Street.  New  York  City 

COATESVILLE,  PA. 


32I8 


THE  UNITED  STATES  GRAPHITE  COMPANY 

Miners  of  Graphite  and  Manufacturers  of  Graphite  Products 

LUBRICATING  GRAPHITE,  LUSTRE  FOR 
LOCOMOTIVE  FRONT  ENDS,  GRAPHITE 
PAINT,  BOILfiR  GRAPHITE,  GRAPHITE 
JOINT  COMPOUND. 

Saginaw  U.  S.  A.  Michigan 

New  York  Office,  30  Church  Street 


Symington 

Farlow 

Baltimore 

Journal 

Draft 

Center 

Boxes 

Gear 

Bearings 

THE  T.  H.  SYMINGTON  COMPANY 

Baltimore  Rochester  New  York  Chicago 

The  Poliak  Steel  Company 

Cincinnati,  Ohio 

AXLES  andFORGINGS 

OF  EVERY  DESCRIPTION 

P  O  L  L  A  K 

SPECIAL  HEAT  TREATED 

AXLES 

in  service  on  largest  Street  Railway,  Interurban  elevated  and  subway 
systems  in  the  United  States. 

Quotations  and  further  information  furnished  promptly. 

EASTERN  SELLING  AGENTS 

U.  S.  METAL  AND  MANUFACTURING  CO. 

165  BROADWAY,  NEW  YORK 


3  2  T  Q 


. 

— •'  . 

. . .  . . . 

- - - : 

.  , 

Seventy  Foot  Steel  Coach  for  New  York  Central  Lines 

AMERICAN  CAR 
AND  FOUNDRY 
COMPANY 

NEW  YORK 

CHICAGO 

ST.  LOUIS 

FREIGHT  AND  PASSENGER 
CARS  FOR  ALL  CLASSES 
OF  SERVICE 


322° 


SCULL1N-GALLAGHER  IRON  AND  STEEL 
COMPANY 

Foundries:  ST.  LOUIS,  MO. 

CAST  STEEL  BOLSTERS  AND  TRUCK  SIDE  FRAMES 


Eastern  Sales  Office  s  2050  GRAND  CENTRAL  TERMINAL 
NEW  YORK  CITY 


FRANK  L.  NORTON 

Vice-President 


H.  H.  WALDRON 

Sales  Agent 


Union  Spring  &  Manufacturing  Co. 

SPRINGS 

KENSINGTON  ALL  STEEL  JOURNAL  BOXES 

PRESSED  STEEL  JOURNAL  BOX  LIDS 

STEEL  CASTINGS 


Lightest  and  Strongest  M.  C.  B.  Journal  Boxes  Made 

WORKS:  GENERAL  OFFICE: 

NEW  KENSINGTON,  PA.  OLIVER  BUILDING,  PITTSBURGH,  PA 


NEW  YORK . Singer  Tower 

CHICAGO . Fisher  Building 

ST.  LOUIS  -------  Missouri  Trust  Building 

RICHMOND,  VA.  -----  American  National  Bank  Building 

LOUISVILLE,  KY. . 42  Todd  Building 


3221 


INDEX  TO  ADVERTISERS 


PAGE 


American  Arch  Company . 3216 

American  Brake  Shoe  Foundry  Co.  3197 

American  Car  &  Foundry  Co .  3220 

American  Locomotive  Company. .. .  3203 

American  Malleables  Co . 3190 

Anglo-American  Varnish  Co.  (The)  .  3190 

Arnold  Company  (The) .  3191 

Ashton  Valve  Co.  (The) .  3209 


Baldwin  Loco.  Works,  The 

Inside  Back  Cover 

Barnum-Richardson  Co . 3188 

Beckwith-Chandler  Co .  3201 

Brady  Brass  Company. Outside  Front  Cover 

Brill,  Company,  J.  G . 3192 

Bronze  Metal  Company . 3216 

Burnet  Company .  3209 

Butler  Drawbar  Attachment  Co .  3206 


Chase  (L.  C.)  &  Co . 3193 

Chicago  Pneumatic  Tool  Co . 3210 

Chicago  Railway  Equipment  Co. 

Outside  Back  Cover 

Chicago  Varnish  Co . 3197 

Coatesville  Rolling  Mill  Co .  3218 

Columbia  Machine  Works  and  Mal¬ 
leable  Iron  Co.  (The) . 3199 

Consolidated  Car  Heating  Co . 3211 

Crosby  Steam  Gage  and  Valve  Co.. .  3195 
Curtain  Supply  Co.  (The) . 3195 


Damascus  Brake  Beam  Co . 3188 

Devoe,  F.  W.  &  C.  T.  Raynolds  Co...  3198 


Dixon  (Joseph)  Crucible  Co. 

Inside  Front  Cover 

Dressel  Railway  Lamp  Works . 3212 

Dudgeon,  Richard . 3210 


Edwards  Co.,  O.  M.  (The) .  3201 

Electric  Railway  Journal . 3189 


Flannery  Bolt  Co . 3192 

Franklin  Mfg.  Co . Outside  Front  Cover 

Franklin  Railway  Supply  Co . 3187 


Galena-Signal  Oil  Co. .  Outside  Front  Cover 

Gautier  (J.  H.)  &  Co .  3205 

General  Electric  Company .  3207 

Gisholt  Machine  Co .  3189 

Gold  Car  Heating  and  Lighting  Co. 

Outside  Front  Cover 
Gould  Coupler  Co .  3208 


Hale  &  Kilburn  Co . 3196 

Hutchins  Car  Roofing  Co .  3217 


Independent  Pneumatic  Tool  Co . 3194 


Jenkins  Bros . Inside  Front  Cover 

Johns-Manville  Co.  (H.  W.) . 3199 

Jones  (B.  M.)  &  Co . Inside  Back  Cover 

Lalance  &  Grosjean  Mfg.  Co . 3212 

Locomotive  Superheater  Co .  3202 


PAGE 


McConway  &  Torley  Co . 3199 

McCord  &  Company . 3212 

McNab  &  Harlin  Mfg.  Co .  3187 

Magnus  Metal  Company 

Outside  Front  Cover 

Manning.  Maxwell  &  Moore .  3211 

Miner  Co.,  W.  H .  3203 

Murphy  Varnish  Co .  3209 

Nathan  Manufacturing  Co .  3196 

National  Car  Wheel  Co .  3205 

National  Lock  Washer  Co.  (The) . .  .  3193 
National  Malleable  Castings  Co.  (The) 

Outside  Back  Cover 

National  Tube  Co .  3201 

New  York  Air  Brake  Company .  3196 

Niles-Bement-Pond  Co .  3205 


Pantasote  Co.  (The) .  3208 

Peerless  Rubber  Mfg.  Co .  3200 

Phoenix  Glass  Co.  (The) .  3215 

Pittsburgh  Testing  Laboratory . 3197 

Pocket  List  R.R .  Officials . 3189 

Poliak  Steel  Co.  (The) .  3219 

Pressed  Steel  Car  Co . 3214 

Prepayment  Car  Sales  Co .  3218 

Prosser  (Thos.)  &  Son.  Outside  Back  Cover 

Railway  Age  Gazette .  3198 

Railway  Appliances  Company .  3206 

Rail  Joint  Co.  (The) .  3196 

Railway  Steel  Spring  Co .  3204 

Railway  &  Locomotive  Engineering.  3198 
Ramapo  Iron  Works .  3200 


Safety  Car  Heating  &  Lighting  Co. .  3213 

Scranton  Bolt  &  Nut  Co.  (The) .  3204 

Scullin-Gallagher  Iron  &  Steel  Co .  3221 

Sellers  (William)  &  Co.,  Inc .  3188 

Sherwin-Williams  Co .  3194 

St.  Louis  Surfacer  &  Paint  Co  . 3188 

Standard  Coupler  Co .  3190 

Standard  Heat  and  Ventilation  Company..  3204 

Standard  Steel  Car  Co .  3213 

Star  Brass  Mfg.  Co .  3194 

Star  Headlight  Co .  3189 

Storrs  Mica  Co . 3195 

Swan  &  Finch  Co  . 3195 

Symington  Co.,  T.  H.  (The) .  3219 


Tool  Steel  Gear  &  Pinion  Co.  (The) .  3218 

Tyler  Tube  Pipe  Co. 

Margin  Outside  Back  Cover 

Union  Spring  and  Mfg.  Co .  3221 

United  States  Graphite  Co .  3219 

United  States  Ltg.  &  Htg.  Co .  3214 

U.  S.  Metal  &  Mfg.  Co .  3206 

United  States  Metallic  Packing  ,'o..  3203 
United  States  Mortgage  &  Ti  ust  Co.  3215 

Watson-Stillman  Co.  (The) .  3211 

Western  Wheeled  Scraper  Co. 

Inside  Front  Cover 

Westinghouse  Air  Brake  Co . 3190 

Whitmore  Mfg.  Co .  3200 

Willev  (C.  A.)  Company .  3214 

Worth  Brothers  Company .  3193 


3222 


THE  BALDWIN  LOCOMOTIVE  WORKS 

PHILADELPHIA,  PA. 


LOCOMOTIVES 

ELECTRIC  MOTOR  and  TRAILER  TRUCKS 


Taylor  Best  Yorkshire  IRON  For Staybolts, Piston  Rods 

Iron  Used  by  the  leading  railroads.  Axles,  etc 

STEELS 


Double  Mushet  High  Speed  Steel 

The  most  advanced  type  of  this 
kind  of  Steel. 

Mushet  High  Speed  Steel 

Produces  superior  results  in  all 
kinds  of  work. 

Extra  Best  Titanic  Cast  Steel 

The  highest  grade  Carbon  Steel. 


..  /Warranted  Crucible  Case  Steel 
",a*\ Extra  lough  Chisel  Steel 

Tool  Steels  of  low  price  but 
excellent  quality. 

Mushet  High  Speed  Steel  Twist  Drills 
R.  Mushet’s  Special  Steel 

(Self -hardening) . 


B.  M.  JONES  &  CO.,  Inc. 

141  MILK  STREET  141  BROADWAY  930  MONADNOCK  BLDG. 

BOSTON  NEW  YORK  CHICAGO 


SOLE  SELLING  AGENT 
FLEXIBLE  BOLT  COMPANY,  OWNER  OF  THE 

“  BREAK-LESS  ”  STAYBOLT 

Made  by  JAMES  McKAY  COMPANY,  Manufacturers  of  CHAIN  and  FORGINGS 
PITTSBURGH,  PENNA. 


'  -a  -.r/  »  ■  •  • 

• /.  "  "  -  -  -  •  •  -  . 

Hill  STEEL  TIRES 

«)N  LOCOMOTIVE  DRIVING  WHEELS,  AND  ON  STEEL-TIRED  WHEELS, 
GIVE  THE  BEST  RESULTS  FOR  EVERY  VARIETY  OF  SERVICE. 


THOMAS  PROSSER  &  SON, 

15  GOER  STREET,  NEW  YORK. 

OLD  COLONY  BUILDING,  CHICAGO. 


THIS  SPACE  FOR  SALE 


GRECO 

BRAKE 

BEAMS 


“Oeco  Construction”  means  superiority.  MSW*  Our 
withstand  a  load  of  40,000  pounds  at  Vie  inch  deflection. 

CHICAGO  RAILWAY  EQUIPMENT  COMPANY 

The  World's  Brake  Beam  Builders 


Creco  Brake  Beams 


Chicago 


Our  book  of  "Mechanical  Drawings”  will  be  of  use  to  the  members  of  the  New  York 
Railroad  Club.  Copy  will  be  promptly  mailed  to  any  member  on  request. 


MCB  COUPLERS 

TEMPORARY  STANDARD 

Manufactured  by 


THE  NATIONAL  MALLEABLE  CASTINGS  GO. 

Cleveland  Chicago  Indianapolis  Toledo  Sharon  Melrose  Park 


* 


f 


c  ■ 


